CRC Report No. E-90-2b (Interim)

Transcription

1 CRC Report No. E-90-2b (Interim) IMPACT OF ETHANOL BLENDS ON THE OBDII SYSTEMS OF IN-USE VEHICLES November 2012 COORDINATING RESEARCH COUNCIL, INC MANSELL ROAD SUITE 140 ALPHARETTA, GA 30022

2 The Coordinating Research Council, Inc. (CRC) is a non-profit corporation supported by the petroleum and automotive equipment industries. CRC operates through the committees made up of technical experts from industry and government who voluntarily participate. The four main areas of research within CRC are: air pollution (atmospheric and engineering studies); aviation fuels, lubricants, and equipment performance, heavy-duty vehicle fuels, lubricants, and equipment performance (e.g., diesel trucks); and light-duty vehicle fuels, lubricants, and equipment performance (e.g., passenger cars). CRC s function is to provide the mechanism for joint research conducted by the two industries that will help in determining the optimum combination of petroleum products and automotive equipment. CRC s work is limited to research that is mutually beneficial to the two industries involved, and all information is available to the public. CRC makes no warranty expressed or implied on the application of information contained in this report. In formulating and approving reports, the appropriate committee of the Coordinating Research Council, Inc. has not investigated or considered patents which may apply to the subject matter. Prospective users of the report are responsible for protecting themselves against liability for infringement of patents.

3 SOUTHWEST RESEARCH INSTITUTE 6220 Culebra Road Post Office Drawer San Antonio, Texas FUELS AND LUBRICANTS RESEARCH DIVISION Interim Report CRC Project E-90-2b Phase 1 - Effects of Ethanol Blends on OBDII Systems of In-Use Vehicles Prepared for Coordinating Research Council Alpharetta, GA SwRI Project November 7, 2012 Written by: Approved by: Brent Shoffner Manager Fuel Performance Evaluations Section Michael Lochte Director Fuel and Driveline Lubricants Research Department Manager Light Duty Vehicle Emissions Section The results of this report relate only to the items tested. This report shall not be reproduced, except in full, without the written approval of Southwest Research Institute.

4 FOREWORD This work was funded by the Coordinating Research Council (CRC). The Southwest Research Institute Project Manager is Mr. Brent Shoffner, Manager, Fuel Performance Evaluations Section. Technical staff members who contributed to this work were Ms. Suzanne Timmons, Senior Research Engineer; Mr. Matthew Hinojosa, Engineer; Mr. Kevin Whitney, Manager, Light Duty Vehicle Emissions; Mr. Jeff Mathis, Staff Technician; and Mr. Don Hart, Principal Administrative Coordinator. Mr. Jeff Jetter, Principal Chemist, Honda R&D Americas, Inc., served as the CRC technical contact for this program and Dr. Chris Tennant from the CRC represented the program sponsor, the CRC. i

5 TABLE OF CONTENTS I. EXECUTIVE SUMMARY... 1 II. BACKGROUND... 4 III. INTRODUCTION... 5 IV. PHASE 1 RESULTS... 6 V. VEHICLE SEARCH, INSPECTION, AND SCREENING... 8 A. Vehicle Search... 8 B. Inspection Procedure... 8 C. Screener Procedure VI. PROGRAM TEST FUEL VII. FTP-75 EMISSIONS TESTS VIII. ON-ROAD EVALUATIONS IX. CHASSIS DYNAMOMETER TEMPERATURE EVALUATIONS X. FUTURE WORK PHASE ii

6 APPENDICES Logic Diagram of the Test Procedure... A Candidate Vehicle List... B Vehicle Inspection Work Order... C Inspected Vehicles... D Vehicles Screened... E Photographs of Test Vehicles... F Analytical Results of Test Fuel Samples... G FTP-75 Emissions Results... H On-Road Procedure and Driving Cycle... I Vehicle A Results... J Vehicle B Results... K Vehicle C Results... L Vehicle D Results... M Vehicle E Results... N Vehicle F Results... O Vehicle G Results... P Chassis Dynamometer Test Procedure... Q iii

7 LIST OF ACRONYMS CFM Cubic feet per minute CFR Code of Federal Regulations COV Coefficient of variation CRC Coordinating Research Council DOE Department of Energy DTC Diagnostic Trouble Code E0 Gasoline without ethanol E10 Gasoline with 10% ethanol by volume E10+ Gasoline with greater than 10% ethanol by volume E15 Gasoline with 15% ethanol by volume E20 Gasoline with 20% ethanol by volume E30 Gasoline with 30% ethanol by volume E40 Gasoline with 40% ethanol by volume E50 Gasoline with 50% ethanol by volume EISA The Energy Independence and Security Act of 2007 EPA Environmental Protection Agency FTP Federal Test Procedure LTFT Long Term Fuel Trim MIL Malfunction Indicator Light MY Model Year OBDII On Board Diagnostic second generation P0171 DTC System too lean (Bank 1) P0174 DTC System too lean (Bank 2) SAE Society of Automotive Engineers STFT Short Term Fuel Trim SULEV Super Ultra Low Emission Vehicle SwRI Southwest Research Institute TCEE Temperature Controlled Environmental Enclosure ULEV Ultra Low Emission Vehicle VIN Vehicle Identification Number iv

8

9 NOTE TO READER This interim report presents a summary of test results conducted under CRC Project E-90-2b through August 17, However, testing is planned for this project over the next several months that will include additional test vehicles and will investigate the impact of varying ambient temperatures and vehicle loading. Thus, caution should be exercised in drawing conclusions from these results until the full program is completed. I. EXECUTIVE SUMMARY In October 2010 and January 2011 the U.S. Environmental Protection Agency (EPA) granted two separate partial waivers to allow the use of gasoline fuel blends containing up to fifteen percent volume ethanol (E15) in model year 2001 and newer light-duty motor vehicles (i.e., cars, light-duty trucks and medium-duty passenger vehicles). The Coordinating Research Council (CRC) has sponsored three studies to investigate the potential for E10+ blends to trigger a malfunction identified via the on-board diagnostic (OBD) system on vehicles that are problem-free on E0 or E10. CRC Project E-90 concluded that the Malfunction Indicator Lamp (MIL) may illuminate on some problem-free vehicles while operating on gasoline fuel blends containing more than ten percent ethanol (E10). This study was conducted with privately-owned vehicles, so E10+ fuel blends could not be assessed, as this would void owners warranties. CRC Project E-90-2a performed a detailed assessment of inspection and maintenance program data to identify specific vehicle makes and models with a propensity for lean-limit failures. That propensity could be exacerbated when operating on E10+ blends. The current study, CRC E-90-2b, is being conducted by Southwest Research Institute (SwRI ) in order to assess the impact of gasoline fuel blends greater than E10 on MIL illumination and exhaust emissions compliance. The objectives of this study are to: Document the change in fuel trim and other engine parameters as vehicles operate on a range of ethanol fuels under real-world conditions. Determine if the MIL will illuminate and/or Diagnostic Trouble Codes (DTCs) will be set on potentially sensitive vehicles when exposed to E15 and/or E20. Determine if a vehicle with an illuminated MIL induced by E15 or E20 still meets its emission category target, using a standard cold-start FTP-75 test. One hundred and twelve vehicles meeting CRC specifications have been inspected and two hundred and thirteen vehicles have been screened. To date, seven vehicles have been selected by the CRC for evaluations in the program (Table ES-1). This interim report contains results from 1

10 evaluations of these vehicles. At the direction of the CRC, identification of the vehicles has been coded in the Phase 1 Results section of this report. Table ES-1 Vehicles Selected in Phase 1 Make Model 2 Model Year Acura TL 2008 BMW 325i 2004 BMW X Cadillac Deville 2001 Dodge Caliber 2008 GMC Sonoma 2003 Mitsubishi Montero 2002 Vehicle fuel control systems, based on O 2 sensor input during closed-loop operation, trim (slightly increase or decrease) the fuel for a given condition to achieve stoichiometry. The combination of the short term fuel trim (STFT) and long term fuel trim (LTFT) parameter values indicates the magnitude of the adjustment required. The trim values in the units of percent are positive (adds fuel) if the engine seems to be running lean and are negative (subtracts fuel) if the engine is running rich. Since the addition of ethanol to gasoline adds oxygenates in the fuel, the long term trim value will increase with an increase in the ethanol volume percent in the fuel. The on-board diagnostic (OBD) program monitors trim values for potential vehicle problems with a vehicle s emissions system. A P0171 (lean bank 1) DTC and/or a P0174 (lean bank 2) DTC will be set if the on-board diagnostic limits of fuel trim are exceeded. The logic and limits are specific to a vehicle s engine OBD calibration. Potentially a vehicle with no emissions system problems that passed applicable emissions limits could set a P0171 or P0174 code due to an ethanol blend exceeding 10 percent ethanol. As noted above, the logic to set a P0171 or P0174 DTC is specific to calibration of each vehicle. However, in general a pending code is set the first time the monitor completes and determines the long term trim has exceeded a specific calibration limit. The next drive cycle the monitor completes, the pending code will either be erased if the long term trim judgment is pass, or matured into a MIL if the judgment is fail. Vehicles were initially evaluated for MIL illumination by operating them on the SwRI campus and local public roads. An on-road test cycle was developed that consists of 23.5 miles of city and highway driving, including a twenty-minute soak and fifteen minutes of idle. Vehicles were typically operated over ten cycles over the course of three to five days; in certain cases more than ten cycles were conducted. Based on direction from the CRC, all on-road testing was conducted at ambient temperatures of 68ºF or warmer. During the on-road evaluations of the seven cars, P0174 pending codes for a lean-limit malfunction were observed on two vehicles operated on E20. However, no MILs have

11 Veh. Code illuminated for lean operation (P0171-bank 1 or P0174-bank 2) while operating over the road on E20 at moderate ambient temperatures. Three vehicles received additional on-road evaluations with E30. All three vehicles illuminated a MIL for lean operation with E30 fuel, as noted in Table ES-2. Vehicles B and D were chosen by the CRC for further evaluations at ambient temperatures ranging from 20 F to 100 F. These tests are being conducted on a chassis dynamometer installed in a temperature enclosure. To date, the chassis dynamometer test cycle has been validated at room temperature with Vehicles B and D using E30. In each case on-dynamometer long term fuel trim values were similar to on-road measurements. Dyno testing of Vehicle B over a range of temperatures has been completed with both E20 and E30. As shown in Table ES-2, MILs for lean bank operation were illuminated at 20 F with both E20 and E30, and at 50 F with E30. To date, Vehicle D has been tested on the chassis dynamometer with only E30, and lean bank operation MILs were set at all temperatures. Phase 2 testing of Vehicles B and D is ongoing with both E20 and E30, and results will be included in the final report. Test Site No. of Test Cycles Table ES-2 Overview of Results E0 E20 E30 DTC No. of MIL DTC Set? Test Illumi- Set? MIL Illuminated? No. of Test Cycles MIL Illuminated? Cycles nated? A Road 10 No No 10 No No Road 10 No No 14 No No 4 Yes P0171 Dyno 20 F NA NA NA 5 Yes P Yes P0171/4 B Dyno 50 F NA NA NA 10 No No 2 Yes P0171 Dyno 70 F NA NA NA 10 No No 5 No No Dyno 100 F NA NA NA 10 No No 10 No No C Road 16 No No 10 No No D Road 10 No No 10 No No 1 Yes P0174 Dyno 20 F NA NA NA NA NA NA 2 Yes P0171/4 Dyno 50 F NA NA NA NA NA NA 2 Yes P0174 Dyno 70 F NA NA NA NA NA NA 3 Yes P0171 Dyno 100 F NA NA NA NA NA NA 2 Yes P0174 E Road 10 No No 10 No P0174* 2 Yes P0171/4 F Road 10 No No 14 No P0174+ G Road 10 No No 10 No No * After E20 cycle 4 a pending P0174 system too lean - bank 2 was set. The MIL was not illuminated. After all the other cycles the pending code P0174 was not present. + Pending code P0174 was present after the 10 th cycle. Four more cycles were performed but the code did not illuminate the MIL; however, the pending code remained. DTC Set? 3

12 This project, E-90-2b, is ongoing and additional testing is in progress. This interim report was written by SwRI at the request of the CRC. For the purposes of this interim report, Phase 1 refers to the work performed through August 17, 2012 that is the subject of this report, and Phase 2 refers to the subsequent work performed in this ongoing program. At the conclusion of the program, a final report will be written that will include all work performed (i.e., Phase 1 and Phase 2). Note that these definitions are proposed as a convenience. There is no distinction between Phase 1 and Phase 2 in the scope of work for this project. II. BACKGROUND The 2007 Energy Independence and Security Act (EISA) mandates that significant additional volumes of renewable fuels be introduced into the transportation fuel pool in the U.S. It is anticipated that much of the renewable fuel will be ethanol for use in gasoline vehicles. Assuming the EISA mandates are met, ethanol volumes will likely exceed 10 volume percent in gasoline in the future. Significant programs have been conducted by the Department of Energy (DOE), the Environmental Protection Agency (EPA), the Coordinating Research Council (CRC), and other organizations to determine whether so-called mid-level ethanol or E10+ blends (e.g., E15 or E20) can be used in the existing motor vehicle fleet without causing harm to those vehicles using an E10+ blend. On October 13, 2010, EPA granted the first partial waiver for E15 for use in model year 2007 and newer light-duty motor vehicles (i.e., cars, light-duty trucks and mediumduty passenger vehicles). On January 21, 2011, EPA granted the second partial waiver for E15 for use in model year light-duty motor vehicles. A study released by the CRC designated as project E-90 1 concluded that the Malfunction Indicator Lamp (MIL) may illuminate on some problem-free vehicles while operating on an E10+ blend. The MIL can be triggered when the OBDII system determines that the vehicle requires an excess amount of fuel to maintain stoichiometric operation, based on a threshold value for long term fuel trim (LTFT). Data were collected from in-use vehicles operating in regions where E0 or E10 was marketed exclusively, allowing projections of LTFT if the vehicles were to be operated on E15 or E20. Actual testing of the vehicles with E10+ blends was not possible in this project; test time was limited to less than 15 minutes and the privately-owned vehicles could not be exposed to a fuel that is typically not allowed according to the vehicle owners manuals. CRC Project E-90-2a performed a detailed assessment of inspection and maintenance program data to identify specific vehicle makes and models with a propensity for lean-limit failures. That propensity could be exacerbated when operating on E10+ blends. 1 CRC Project No. E-90, "IMPACT OF E15/E20 BLENDS ON OBDII SYSTEMS PILOT STUDY" Dated March 9, 2010 Torre Klausmeier Consulting, Inc. 4

13 III. INTRODUCTION This interim report for the current study, CRC Project E-90-2b, was written by SwRI at the request of the CRC. For the purposes of this interim report, Phase 1 refers to the work performed through August 17, 2012 that is the subject of this report, and Phase 2 refers to the subsequent work performed in this ongoing program. At the conclusion of the program, a final report will be written that will include all work performed (i.e., Phase 1 and Phase 2). Note that these definitions are proposed as a convenience. There is no distinction between Phase 1 and Phase 2 in the scope of work for this project. The basic program defined in the request for proposal is given below and a logic diagram of the test procedure is given in Appendix A. 1. The CRC specified vehicles (make, model, model year, and engine) which, based on previous studies and input from vehicle manufacturers, would tend to illuminate a MIL for lean operation. 2. SwRI located candidate vehicles meeting these specifications and an SwRI technician performed an evaluation (designated an inspection ) in the field on the candidate vehicles. 3. Based on the results of the field inspections the CRC selected vehicles, which SwRI then purchased for further test work in the program. 4. The selected vehicles were tested for emissions (FTP-75) with E0 fuel. 5. The vehicles were operated on fuels containing a range of ethanol concentrations. During the real-world on-road operation: a. The change in fuel trim and other engine parameters were documented. b. It was determined whether the MIL illuminated and/or diagnostic trouble codes (DTCs) were set. The following additional scope was added later in the program. This work has been partially completed in Phase 1 and will continue in Phase Evaluations have been performed using E30 fuel. Since none of the first six vehicles tested in this program illuminated a MIL with E20, the CRC decided to conduct testing with E30 to ensure that the test program provided discrimination and to test for an ethanol content that would illuminate the MIL. 2. Vehicle testing on a chassis dynamometer in an ambient temperature-controlled chamber commenced, and will be continued at ambient temperatures of 100 F, 70 F, 50 F, and 20 F to determine the effect of ambient temperature on long term fuel trim values. 5

14 3. With concurrence from the CRC, SwRI technicians performed a vehicle screener procedure documenting long term fuel trim during closed-loop operation of all available vehicle makes and models that were 2008 model year or earlier. Later the model year criteria were limited to 2001 through IV. PHASE 1 RESULTS The following is a summary of the results and conclusions for Phase 1. One hundred and twelve vehicles meeting CRC specifications have been inspected and two hundred and thirteen vehicles have been screened. Seven vehicles were inspected and selected by the CRC for evaluations in the program. Photographs of the vehicles are included in Appendix F. As the emissions, on-road testing, and chassis dynamometer results are completed in Phase 2, the results of the current seven vehicles and any other vehicles added to the program will be published in monthly status reports starting in September 2012 and in the final report. Vehicle fuel control systems, based on O 2 sensor input during closed-loop operation, trim (slightly increase or decrease) the fuel for a given condition to achieve stoichiometry. The combination of the short term fuel trim (STFT) and long term fuel trim (LTFT) parameter values indicates the magnitude of the adjustment required. The trim values in the units of percent are positive (adds fuel) if the engine seems to be running lean and are negative (subtracts fuel) if the engine is running rich. Since the addition of ethanol to gasoline adds oxygenates in the fuel, the long term trim value will increase with an increase in the ethanol volume percent in the fuel. The on-board diagnostic (OBD) program monitors trim values for potential vehicle problems with a vehicle s emissions system. A P0171 (lean bank 1) DTC and/or a P0174 (lean bank 2) DTC will be set if the on-board diagnostic limits of fuel trim are exceeded. The logic and limits are specific to a vehicle s engine OBD calibration. Potentially a vehicle with no emissions system problems that passed applicable emissions limits when operated on E0 or E10 could set a P0171 or P0174 code due to an ethanol blend exceeding 10 percent ethanol. As noted above, the logic to set a P0171 or P0174 DTC is specific to calibration of each vehicle. However, in general a pending code is set the first time the monitor completes and determines the long term trim has exceeded a specific calibration limit. The next drive cycle the monitor completes, the pending code will either be erased if the long term trim judgment is pass, or matured into a MIL if the judgment is fail. The results of both the on-road and dyno evaluations are summarized in Table 1. The detailed results for each vehicle are given in the Appendices listed in Table 3, Section VIII. An on-road cycle consists of approximately 23.5 miles on the SwRI campus and the local public road system (refer to Appendix I). 6

15 Veh. Code Test Site No. of Test Cycles MIL Illuminated? Table 1 Overview of Results E0 E20 E30 DTC No. of MIL DTC Set? Test Illumi- Set? No. of Test Cycles MIL Illuminated? Cycles nated? A Road 10 No No 10 No No Road 10 No No 14 No No 4 Yes P0171 Dyno 20 F NA NA NA 5 Yes P Yes P0171/4 B Dyno 50 F NA NA NA 10 No No 2 Yes P0171 Dyno 70 F NA NA NA 10 No No 5 No No Dyno 100 F NA NA NA 10 No No 10 No No C Road 16 No No 10 No No D Road 10 No No 10 No No 1 Yes P0174 Dyno 20 F NA NA NA NA NA NA 2 Yes P0171/4 Dyno 50 F NA NA NA NA NA NA 2 Yes P0174 Dyno 70 F NA NA NA NA NA NA 3 Yes P0171 Dyno 100 F NA NA NA NA NA NA 2 Yes P0174 E Road 10 No No 10 No P0174* 2 Yes P0171/4 F Road 10 No No 14 No P0174+ G Road 10 No No 10 No No * After E20 cycle 4 a pending P0174 system too lean - bank 2 was set. The MIL was not illuminated. After all the other cycles the pending code P0174 was not present. + Pending code P0174 was present after the 10 th cycle. Four more cycles were performed but the code did not illuminate the MIL; however, the pending code remained. DTC Set? The following is a summary of the results for Phase 1: 1. Seven vehicles were driven over the road for at least ten 23.5-mile driving cycles in Phase 1 with E20 fuel. Two of the vehicles ( E and F ) set pending codes for a P0174 lean-limit malfunction. However, no MILs were illuminated for lean bank operation (P0171-bank 1 or P0174-bank 2). 2. Three of the vehicles were evaluated on-road with E30 fuel and all three vehicles illuminated a MIL for lean bank operation, as noted in Table Regarding Vehicle B, on-road and on-dynamometer long term trim values were similar at 70 F, nominally. Thus, the CRC approved additional temperature-controlled chassis dynamometer testing at 20, 50 and 100 F. 4. Dyno testing of Vehicle B over a range of temperatures has been completed with both E20 and E30. As shown in Table 1, MILs for lean bank operation were illuminated at 20 F with both E20 and E30, and at 50 F with E30. No MILs or DTCs were detected at 70 F with E30, which is different from the on-road results. Chassis dyno testing with Vehicle D was validated at 70 F with E30. Long term fuel trim values were similar to on-road observations, and a lean bank operation MIL occurred within two cycles of the MIL illuminating on the road. 5. Vehicle D has been tested on the dyno with E30, and lean bank operation MILs were set at all temperatures. 7

16 A. Vehicle Search V. VEHICLE SEARCH, INSPECTION, AND SCREENING The complete list of vehicles that the CRC identified for inspection during Phase 1 is given in Appendix B. The program started with an initial list of four vehicles and expanded during the program. The vehicles of interest identified by the CRC were based on data from previous CRC programs and vehicle manufacturer input, as noted in Section II, Background. SwRI located potential candidate vehicles meeting these specifications that were for sale at dealerships in the San Antonio, Texas area and as far away as Austin, Texas and Houston, Texas. SwRI made arrangements with the dealerships to allow an SwRI technician to perform the inspection procedure on the vehicles, which included an engine idle and soak test, while monitoring engine parameters including long term fuel trim. Challenges encountered during the vehicle search and inspection included: 1. Some of the vehicles were produced in relatively small volumes, and were therefore difficult to locate. 2. The vehicles tended to have high mileage, and were often found to have pending codes and/or mechanical issues not necessarily related to lean-limit malfunctions. On 8/10/2012 the CRC added 13 vehicle makes / models to the list of candidate vehicles, as shown in Appendix B (page B-2). B. Inspection Procedure The inspection procedure included the tasks listed below. An inspection work order is attached in Appendix C. 1. The following vehicle information was included in the documentation: a. Vehicle make b. Vehicle model c. Vehicle model year d. Vehicle identification number (VIN) e. Odometer reading f. Engine displacement g. Engine family h. Transmission Auto/Standard shift? i. Evaporative emission family 2. The technician checked for a MIL and/or DTC(s) with a scanner. 3. The following inspection evaluation was performed while recording engine speed, coolant temperature, and long term fuel trim information from each vehicle s data bus: 8

17 a. Warm up the engine at normal engine idle speed. b. Turn the engine off and allow a 20-minute soak period. c. Restart the vehicle and allow the engine to idle for a minimum of 15 minutes. The list of vehicles that SwRI evaluated in this manner is given in Appendix D. The information from each vehicle inspection was tabulated and a graph of the vehicle parameters versus time was included in an EXCEL workbook. A typical graph is shown in Figure 1. The workbook was uploaded to the password-protected ftp site established for this program. An summarizing the results of the vehicle inspection was sent to the CRC Project Manager. The CRC Project Manager with input from CRC members decided whether to select a vehicle for the program. The basic target criterion was a long term fuel trim (LTFT) value that fell between 2σ and 3σ in the distribution of positive LTFT values for a particular model, when the vehicle is operated on E10. This criterion was based on data from earlier phases of the program. If a vehicle was selected for the program, SwRI purchased the vehicle and arranged for transportation to the SwRI campus in San Antonio, Texas. Photographs of the first seven vehicles purchased for the program are shown in Appendix F. 60 Vehicle B Original Evaluation Short and Long Term Trim (%) The long term fuel trim (LTFT) value of bank 2 was in the 8-10% range during the inspection Coolant Temperature (F) and ERPM Test Time (Seconds) Short Term Trim Bank 1 (%) Long Term Trim Bank 1 (%) Purge Solenoid Long Term Trim Bank 2 (%) Coolant Temperature (F) ERPM Figure 1 Typical Vehicle Inspection Graph 9

18 C. Screener Procedure As noted in Section V.A, the vehicle search presented challenges which made it difficult to find suitable vehicles for this program. SwRI suggested another vehicle evaluation method, designated the screener procedure, which would augment the vehicle search. The major difference of the screener compared to the vehicle search is that rather than looking for a specific make and model and performing a full warm-up and idle, the SwRI technician idled all vehicles 2008 model year or earlier on a used car lot and read the long term fuel trim values with a scanner. Later the model year range was modified to include only 2001 through 2008 model years. The screener procedure can potentially find vehicles of interest to the CRC, and also give the CRC long term fuel trim data on a broad spectrum of vehicles. In February 2012 the CRC gave SwRI approval to utilize the screener technique defined below in addition to the vehicle search procedure. For efficiency the SwRI technician would screen as many vehicles as possible at a dealership after performing an inspection. 1. SwRI made arrangements with local used car dealerships to allow SwRI technicians to conduct the screener procedure on vehicles on a used car lot. 2. The procedure was only conducted on vehicles that were 2008 model year or earlier. 3. Each vehicle s engine was warmed up at idle in drive or park with the air conditioning on until the engine went into closed loop and the coolant temperature was at least 150 F. 4. The technician waited a minimum of one minute before recording the following information with a scan tool: a. Coolant temperature b. Long term fuel trim c. A visual average of short term fuel trim 5. The technician checked for a MIL and/or DTC(s). 6. If there were DTC(s), all the code information was recorded. Vehicles screened in this manner are listed in Appendix E. The results of the screener procedure were sent to the CRC technical contact. Based on the results, particular vehicles of interest to the CRC were identified. With concurrence of the CRC technical contact, a full inspection of selected vehicles was conducted. One of the seven test vehicles was identified from a screener search, inspected, and procured for the program. VI. PROGRAM TEST FUEL All the fuel used in this program was EEE emissions fuel or a blend of EEE emissions fuel and road grade ethanol to produce an intermediate ethanol blend. Since no MILs were illuminated with E20 fuel during on-road testing, E15 and E10 were never used for the on-road tests. (Refer to the test procedure defined by the CRC given in Appendix A.) To ensure that the program test method had adequate discrimination and could produce a MIL based on lean engine operation, E30, E40, and E50 fuels were blended and selected vehicles were tested with E30. The results of analytical evaluations of samples of the test fuel used in the program are given in Appendix G. 10

19 All the fuel changes in this program were performed by a fuel tank cleaning method, which has been used successfully in past fleet test programs to ensure that the previous test fuel is removed from the tank before filling with the new test fuel. The fuel tank cleaning method is described below. 1. The technician wore the proper personal protective equipment for this operation, which was performed in an appropriately ventilated area. 2. The geometry of the outside of the fuel tank was visually inspected to look for indications of areas where fuel might exist below the fuel pump pick-up screen or grooved areas that might hold the fuel back from flowing to the fuel pump pick-up screen. 3. If the vehicle had a fuel tank inspection port, it was used to access and remove the fuel pump and sending unit. If the vehicle did not have a fuel tank inspection port, the fuel tank was removed to access and remove the fuel pump and sending unit. 4. As much fuel as possible was removed from the fuel tank using an external fuel pump. During the program the amount of fuel in the fuel tank prior to a fuel change was minimized. 5. As much as visually accessible, the fuel tank geometry was assessed similar to item 2 above. The remaining fuel inside the fuel tank was then dried by hand using KimWipes, which are manufactured to alleviate lint. 6. The fuel pump and sending unit were reinstalled into the tank and the fuel tank or the inspection port was reinstalled into the vehicle. All fuel lines were reconnected. 7. The next fuel in the program was installed into the fuel tank. VII. FTP-75 EMISSIONS TESTS The first steps in the vehicle evaluation as indicated in the test procedure outlined in Appendix A were to inspect the vehicle, change the fuel in the vehicle s tank to EEE emissions fuel, and conduct an FTP-75 emissions test. The weighted FTP-75 emissions results for each vehicle and emissions certification limits are provided in Table 2. The phase-by-phase emissions results are provided in Appendix H. Except as noted, all the vehicles complied with the applicable emissions limits. Vehicle C slightly exceeded the relevant non-methane organic gas (NMOG) standard, primarily due to high cold-start emissions. However, the CRC approved this vehicle for testing. Vehicle E exceeded its applicable NMOG and CO standards. Vehicle E had exceeded its full useful life mileage. SwRI s emissions measurement variability is provided in Appendix H. The CRC directed SwRI to remove and replace the upstream O 2 sensors and the catalytic converter on Vehicle E with original equipment manufacturer parts. SwRI replaced the parts on Vehicle E and conducted 500 miles of conditioning on a mileage accumulation dynamometer using a simulated standard road cycle (SRC) driving profile. A second FTP-75 test was conducted on Vehicle E and the results complied with CO and NO X emissions limits, but still exceeded the NMOG standard. However, after consulting with the CRC technical contact, Vehicle E was approved and testing progressed to on-road evaluations. 11

20 Table 2. FTP-75 Weighted Emissions Results and Emissions Limits Vehicle Code WEIGHTED RESULTS THC CO NO X CO 2 NMHC Est. NMOG* US FTP EPA EPA FTP EMISSIONS LIMITS FE Limit Durability THC CO NO X NMOG g/mi g/mi g/mi g/mi g/mi g/mil MPG g/mi g/mi g/mi g/mi A NLEV 80K B ULEV 50K C LEV 100K D Interim Non-Tier 100K E NLEV 120K E NLEV 120K F Tier 2 Bin 5 120K G LEV-II ULEV 120K * Estimated NMOG calculated by multiplying NMHC by 1.04 per CFR Title 40, Part 86, subpart S, section Since no MILs were illuminated with E20 during the on-road testing, no additional FTP-75 tests were conducted. Testing utilized a Horiba 48-inch single-roll chassis dynamometer. These chassis dynamometers utilize a feed-forward control system for inertia and road load simulation. The dyno electrically simulates vehicle tire/road interface forces, including parasitic and aerodynamic drag. The vehicle experiences the same speed, acceleration/deceleration, and distance traveled as it would on the road. The dynamometer electrically simulates inertia weights up to 12,000 lbs over the FTP-75 and provides programmable road load simulation of up to 150 hp continuous at 65 mph. A preprogrammed road load curve is the basis for the required force during each second of the driving schedule. For light-duty passenger cars, average observed road load and simulated inertia errors are typically less than ±0.15 percent over the FTP-75. The dynamometer target and set coefficients for each vehicle were obtained through the EPA s test vehicle database and submitted to the CRC for verification prior to emissions testing. The actual coefficients used for this program were provided to the CRC, but have been omitted from this document to ensure individual vehicles cannot be identified. Gaseous emissions were determined in a manner consistent with EPA protocols for light-duty emission testing as given in the Code of Federal Regulations (CFR), Title 40, Part 86. A constant volume sampler was used to collect proportional dilute exhaust in Kynar bags for analysis of carbon monoxide (CO), carbon dioxide (CO 2 ), total hydrocarbons (THC), methane (CH 4 ), and oxides of nitrogen (NO X ). Exhaust emissions were analyzed as shown below. CONSTITUENT Total hydrocarbon Methane Carbon monoxide Carbon dioxide Oxides of nitrogen ANALYSIS METHOD Heated flame ionization detector Gas chromatography Non-dispersive infrared analysis Non-dispersive infrared analysis Chemiluminescence analysis 12

21 Fuel economy was determined using the EPA-specified carbon balance method in a manner consistent with the CFR, Title 40, Part 600. VIII. ON-ROAD EVALUATIONS On-road evaluations were performed using the driver s work order given in Appendix I. The driving route, designated a cycle, which is included in Appendix I, consisted of city, suburban, and highway driving on the public road system. The CRC request for proposal (RFP) included this description of the desired driving cycle: A mixture of city and highway driving modes. Acceleration profiles similar to those found in emission driving cycles (e.g., FTP, US06, LA92) shall be included. (In the interest of safety, specific driving maneuvers will not be required. This will also facilitate driving the cycle on the open road, over a predetermined course consisting of actual city and highway driving conditions.) The CRC RFP also specified a 20 minute soak and 15 minute idle after the drive cycle. Based on this description, SwRI proposed the driving cycle for this program, which is shown in terms of typical vehicle speed versus time in Figure 2. Figure 2 Typical Vehicle Speed and Engine RPM versus Time of an On-Road Driving Cycle A minimum of ten cycles was conducted with each fuel as long as no MIL was illuminated. Each cycle was approximately 23.5 miles in length and vehicle parameter data were recorded at 1 Hertz. The fuel order is shown in Appendix A. No MILs occurred with E20 so no on-road testing was performed with either E15 or E10, as specified in the test plan. Three vehicles (B, D, and E) were tested on the road with E30. 13

22 On-road results for vehicles A through G are given in the Appendices listed in Table 3. Table 3 Vehicle On-Road Results Vehicle A Vehicle B Vehicle C Vehicle D Vehicle E Vehicle F Vehicle G Appendix J Appendix K Appendix L Appendix M Appendix N Appendix O Appendix P Results were analyzed in the following manner. 1. For all valid cycles the vehicle parameters versus time are stored in an EXCEL workbook and are graphed. Sample graphs for vehicles A through G are shown in the Appendices and sample graphs for typical Vehicle D driving cycles are shown in Figures 3 6. Vehicle Speed (MPH) / Long Term Trim (%) / Coolant Temperature (C) / Ambient (F) Vehicle D CRC OBD 90-2b Vehicle Fuel E0 D Fuel Code: E0, Cycle Drive Cycle 20-Minute Soak 15-Minute Engine Idle Time (Hours) Vehicle Speed (MPH) Long term fuel trim - Bank 1 (%) Coolant (C) Ambient Temperature (F) Long term fuel trim - Bank 2 (%) ERPM Engine Speed (RPM) Figure 3 Vehicle D E0 On-Road Drive Cycle 14

23 Vehicle Speed (MPH) / Long Term Trim (%) / Coolant Temperature (C) / Ambient(F) CRC Vehicle OBD 90-2b D BMW Fuel 325I E20 Fuel Code: E Drive Cycle 20-Minute Soak 15-Minute Engine Idle Time (Hours) Vehicle Speed (MPH) Long term fuel trim - Bank 1 (%) Coolant (C) Ambient Temperature (F) Long term fuel trim - Bank 2 (%) ERPM Engine Speed (RPM) Figure 4 Vehicle D E20 On-Road Drive Cycle Vehicle Speed (MPH) / Long Term Trim (%) / Coolant Temperature (C) / Ambient(F) CRC Vehicle OBD 90-2b D BMW Fuel 325I E30 Fuel Code: E30 DTC Set here at Date: 1/27/ the start of 5000 Cycle Drive Cycle 20-Minute Soak 15-Minute Engine Idle Time (Hours) Vehicle Speed (MPH) Long term fuel trim - Bank 1 (%) Coolant (C) Ambient Temperature (F) Long term fuel trim - Bank 2 (%) ERPM Engine Speed (RPM) Figure 5 Vehicle D E30 On-Road Drive Cycle 15

24 Figure 6 displays the long term trim values of driving cycles with E0, E20, and E30 on a single graph. Figure 6 Bank 2 LTFT - Vehicle D E0, E20, and E30 On-Road Drive Cycle Comparison 2. The long term trim values for the last minute of the 15-minute idle condition during each cycle were averaged and this average value was tabulated and graphed. During the program the data indicated that the ambient temperature affected the long term fuel trim. The approximate ambient temperature during the 15-minute idle was also recorded and graphed as displayed in Figure 7. 16

25 Figure 7 Analysis of the LTFT during the Last Minute of Idle 3. Histograms of percent time of long term trim values during the cycles with the same fuel were also calculated and graphed. An example of a histogram is shown in Figure 8. The 1 Hertz data of long term fuel trim were grouped into histogram bins and plotted. Note that as the ethanol content of the fuel increased the values of the long term fuel trim also increased. An example of a range where the potential limit of long term values could be specified to set a lean limit malfunction is highlighted in yellow. 17

26 Figure 8 Example of a Long Term Fuel Trim Histogram IX. CHASSIS DYNAMOMETER TEMPERATURE EVALUATIONS The CRC requested additional driving evaluations be performed at different ambient temperatures as part of Phase 2. There are two potential test methods: 1) On-road testing would require awaiting the ambient temperature range requested by the CRC. This could potentially be several months depending on the desired temperature range and the time of year. 2) The tests could be conducted on a chassis dynamometer in an ambient temperaturecontrolled chamber. The speed data from the on-road test would be used to develop the drive cycle for dynamometer testing. The CRC chose chassis dynamometer testing using Vehicles B and D to undergo cycle evaluations at 20, 50, 70 and 100 F, in order of increasing temperature using E30 and E20 fuels. Additionally, the evaporative canister was to be purged with nitrogen before the start of each test in an effort to obtain consistent initial conditions for each vehicle s evaporative system. It should 18

27 be noted that vehicle evaporative systems are expected to behave differently at the various test temperatures. Further, at the CRC s request, to verify that a vehicle s LTFT values on the chassis dyno were similar to the on-road LTFT values, room temperature (70 F nominal) validation testing with E30 was requested in the chassis dynamometer temperature enclosure. Chassis dynamometer testing is being conducted by the Light-Duty Vehicle Emissions section in an SwRI-built enclosed chassis dynamometer cell, known as the Temperature Controlled Emissions Enclosure (TCEE). The TCEE is capable of testing vehicles from 0 F to 120 F over most driving cycles, and can be cooled below -10 F for cold-start tests. The cell was designed to minimize internal volume, and contains two Clayton 8.65-inch twin-roll dynamometers for testing of either front- or rear-wheel-drive vehicles. These dynamometers are capable of absorbing up to 50 hp continuously. The front and rear dynamometers are capable of simulating up to 4,875 lbs and 6,750 lbs of inertia, respectively, through direct-drive variable inertia flywheel systems. Prior to chassis dyno testing, each vehicle s evaporative canister is removed and purged overnight with nitrogen at 0.8 cfm in a fume hood. The canister s weight is monitored and noted before and after purging. The purging apparatus is illustrated in Appendix K (page K-9). Chassis dynamometer testing is being performed using the driver s work order given in Appendix P. Chassis dynamometer confirmatory testing was conducted with Vehicle B at 72 F using E30. Five drive cycles were completed without a MIL, as opposed to the on-road testing where the MIL illuminated following four cycles. Although no MIL or DTCs were observed during the 72 F on-dyno testing, during setup tests a MIL was observed following four test cycles. It is possible that with a single additional cycle a MIL or DTC code could have been generated. Additional cycles were proposed to the CRC; however, no further cycles were requested. A sample of cycle 1 is given in Appendix K. A comparison of the on-road and chassis dynamometer tests results for Vehicle B are shown in Figure 9. Vehicle B s chassis dynamometer LTFTs were similar to the on-road results and further chassis dynamometer testing of this vehicle at various test temperatures was approved by the CRC s technical contact. 19

28 30 Vehicle B Comparison of On-road and Chassis-Dynamometer Average Long Term Fuel Trim (%) at 70 Degrees F All Tests Conducted with E30 Last Minute of Extended Idle Average Long Term Fuel Trim (%) Ambient Temperature (degrees F ) Cycle 1 Cycle 2 Cycle 3 Cycle 4 Cycle 5 Cycle 6 Cycle 7 Cycle 8 Cycle 9 Cycle Bank-1 LTFT Chassis Bank 1 on Dynamometer Chassis Dynamometer Ambient LTFT Bank-1 1 on On-Road Ambient Temperature Temperature on Chassis Dynamometer Bank-2 LTFT Chassis Bank 2 Dynamometer on Chassis Dynamometer Ambient LTFT Bank-2 2 on On-Road Ambient Temperature On-Roadon Road Figure 9 Vehicle B Comparison of Ambient On-road and 72 F Chassis-Dynamometer Average LTFT Over Last Minute of Extended Idle Lean bank operation MILs were set on Vehicle B at 20 F with both E20 and E30, and at 50 F with E30. Figure 10 shows the MIL-on event at 20 F with E20. Figures 11 and 12 show a comparison of Vehicle B bank 1 long term fuel trim at various test temperatures while running on E20 and E30, respectively. 20

29 Vehicle Speed (MPH) / Long Term Trim (%) / Coolant Temperature ( C) / Ambient( F) CRC E-90-2b Vehicle B on Chassis Dyno, Cycle 5 Fuel Code: E20; Temperature: 20 F Time (Hours) Vehicle Speed (MPH) Long term fuel trim - Bank 1 (%) Coolant (C) Long term fuel trim - Bank 2 (%) Ambient Temp (F) MIL illuminated 30 seconds into cycle. -P0171-System too lean (Bank1) ERPM Figure 10 Vehicle B 20 F E20 Drive Cycle Engine Speed (RPM) Long Term Fuel Trim (%) CRC E-90-2b Vehicle B on Chassis Dyno with E20 Comparison of Bank 1 Long Term Fuel Trim at 20 F, 50 F, 70 F, and 100 F At 20 F MIL illuminated 30 seconds into cycle. -P0171-System too lean (Bank1) Time (Hours) Vehicle Speed (MPH) 20 F E20 Long Term Fuel Trim - Bank 1 (%) 50 F E20 Long Term Fuel Trim - Bank 1 (%) 70 F E20 Long Term Fuel Trim - Bank 1 (%) 100 F E20 Long Term Fuel Trim - Bank 1 (%) Nominal Vehicle Speed (MPH) Figure 11 Vehicle B Comparison of Bank 1 Long Term Fuel Trim at Various Temperatures with E20 21

30 Long Term Fuel Trim (%) CRC E-90-2b Vehicle B on Chassis Dyno with E30 Comparison of Bank 1 Long Term Fuel Trim at 20 F, 50 F, 70 F, and 100 F At 20F during the first 104 seconds of the 2nd cycle the MIL illuminated with the following codes: -P0171-System too lean (Bank1) pending and set -P0174-System too lean (Bank2) pending At 50F during the first 48 seconds of the 2nd cycle the MIL illuminated with the following code: -P0171-System too lean (Bank1) pending and set Time (Hours) 20 F E30 Long Term Fuel Trim - Bank 1 (%) 50 F E30 Long Term Fuel Trim - Bank 1 (%) 70 F E30 Long Term Fuel Trim - Bank 1 (%) 100 F E30 Long Term Fuel Trim - Bank 1 (%) Nominal Vehicle Speed (MPH) Vehicle Speed (MPH) Figure 12 Vehicle B Comparison of Bank 1 Long Term Fuel Trim at Various Temperatures with E30 To date Vehicle D has been tested on the dyno with only E30, and lean bank operation MILs were set at all temperatures. Figure 13 shows a comparison of Vehicle D bank 1 long term fuel trim at various test temperatures while running on E30. 22

31 Long Term Fuel Trim (%) CRC E-90-2b Vehicle D on Chassis Dyno with E30 Comparison of Bank 1 Long Term Fuel Trim at 20 F, 50 F, 70 F, and 100 F MIL illuminated as follows during tetsing: - 20F: 2nd cycle at 700 sec; P0171/P F: 2nd cycle at 463 sec: P F: 3rd cycle at 626 sec; P F: 2nd cycle at 1050 sec; P Time (Hours) 20 F E30 Long Term Fuel Trim - Bank 1 (%) 50 F E30 Long Term Fuel Trim - Bank 1 (%) 70 F E30 Long Term Fuel Trim - Bank 1 (%) 100 F E30 Long Term Fuel Trim - Bank 1 (%) Nominal Vehicle Speed (MPH) Vehicle Speed (MPH) Figure 13 Vehicle D Comparison of Bank 1 Long Term Fuel Trim at Various Temperatures with E30 X. FUTURE WORK PHASE 2 The following is a summary of the work projected for Phase 2 at this time. 1. Continue to search for the vehicles listed in Appendix B and other vehicles that the CRC potentially adds to the list. 2. Perform initial emissions testing on subsequent vehicles procured during Phase Perform on-road evaluations of vehicles procured for test during Phase 2. This will include progressing ethanol volume percentage in the test fuel from E20 to E30, E40, and E50 until a MIL is illuminated. 4. Conduct the vehicle screener search procedure when directed to do so by the CRC. 5. Perform simulated driving cycles on a chassis dynamometer in the TCEE on vehicles with test fuel and ambient temperatures designated by the CRC. 6. Conduct on-road and/or simulated driving cycles in the TCEE on vehicles at specified vehicle weights up to maximum gross vehicle weight. The vehicles will be ballasted to the specified weight for the on-road tests and the GVW inertia weight will be simulated with the chassis dynamometer in the TCEE. 7. A final report will be prepared and submitted to the CRC upon completion of all project activity. 23

32 Appendix A Logic Diagram of the Test Procedure

33 Appendix A Test Procedure Vehicle inspection OK? NO Reject vehicle YES Purchase vehicle Transport to test location Baseline emission test OK? NO Seek guidance from project sponsor YES Vehicle component change (in some cases) Drain, fill w/ test fuel Start data recording Perform driving cycle Order of Test Fuels 1. E0 2. E20 3. E15 (if DTC or MIL with E20) 4. E10 (if DTC or MIL with E15) Archive scan tool data Note MIL and DTC status Document driveability assessment Vehicle inspection OK? NO Document problem, seek guidance from project sponsor YES MIL on, and/or DTCs set? YES NO Emission testing NO All fuels completed? YES YES Additional testing requested by project sponsor? NO Move to next vehicle A-1 of 1

34 Appendix B Candidate Vehicle List

35 Appendix B Vehicles Specified for Evaluation and Test Vehicles Purchased Purchased Vehicles Vehicle Make/Model Details GMC Sonoma 4.3 L, MY Acura MDX & Acura TL MY Mitsubishi Montero 3.5L, MY BMW 3-SERIES 2.5L/3.0L, MY Cadillac DeVille 4.6L, MY 2001 BMW X3 3.0L, MY 2004 Dodge Caliber 2.0L, MY 2008 Vehicles Specified for Inspection Make / Model Details Status Toyota Yaris 1.5 L, MY later The CRC directed SwRI to discontinue the search. Chrysler Grand Cherokee 5.7L, MY (CA A suitable vehicle has not yet been located. or similar), 2009 (50-state) Suzuki Verona 2.5L, MY 2004 BMW Z4 2.5L, MY 2003 Geo Prizm 1.8L, MY 2001 Volkswagen Passat 1.8L, MY 2001 Volkswagen New Beetle 2.0L, MY 2001 BMW X5 3.0L, MY 2001 BMW 5-SERIES 4.4L, MY 2001 Saturn Vue 3.0L, MY 2003 Mazda MPV 2.5L, MY 2001 Mercedes C L, MY 2004 BMW 7-SERIES 4.4L, MY 2001 Subaru 2.0L, MY Any Land Rover Freelander 2.5L, MY 2002 Ford Windstar 3.8L, MY 2003 Ford F L, MY B-1 of 2

36 Vehicles to be Screened as a Priority and Inspected if the LTFT is greater than 5% Make / Model Details Status Accord V These vehicles were added to the Accord L inspection evaluation list on 8/10/2012. Accord Hybrid All Odyssey Pilot Ridgeline Civic Si CR-V RL TL TSX L MDX RS-X B-2 of 2

37 Appendix C Vehicle Inspection Work Order

38 CRC OBD Program E-90-2b Vehicle Checkout for Potential Purchase Date: Technician Location of the vehicle: Contact person: Contact s cell phone: Vehicle Make: Vehicle Model: Vehicle Model Year: Vehicle VIN: Vehicle Stock #: To be filled out by the technician: Record the following information including VIN from the vehicle as a double check. Description Value Comment Date and time of inspection VIN Odometer reading Engine displacement Engine Family Transmission Auto/Standard shift? Evap Emission Family Flex-fuel (Yes or No) ECM Calibration ID #1 ECM Calibration Version #1 ECM Calibration ID #2 ECM Calibration Version #2 Engine Codes yes/no C-1 of 3

39 Description Value Comment Exhaust Aftertreatment Number of catalytic converters Where placed? Warmup / underfloor Visual Accident damage? Note and/or photograph Did you see any non-oem parts installed Yes or No? On-Board Diagnostic and Long Term Fuel Trim Check 1. Install the Autoenginuity scanner and program to record the following at a rate of 1 Hertz: Engine speed Output to evaporative emissions system purge solenoid Long term trim (if there are two trim values (left and right) record both) Short term trim Coolant temperature 2. Setup the file name as follows for the warm-up (Manufacturer)(vehicle number)(model year)(date)(last three digits of the VIN) The following is an example: (Mitsubishi)-(Montero9)-(2002)-(April )-(857)_warmup.csv 3. Warm up the engine by idling in drive with the air conditioning on. Do not idle faster than the normal vehicle control. Do not force the idle by using the accelerator pedal. 4. The engine must be hot (cooling fan has come on once and the radiator hose is warm to the touch, indicating that the thermostat has opened). 5. Continue idling the engine for one minute after warm-up has occurred. 6. While the engine is running check the data to ensure that it looks correct. 7. Is the check engine light on? Yes or No? 8. Turn off the engine and save the file to the memory stick with this file name. (Manufacturer)(vehicle number)(model year)(date)(last three digits of the VIN) 9. Allow the vehicle to soak for 10 minutes. 10. Check for engine codes with the scan tool. Are there any codes yes or no? 11. If there are codes write them below and call Brent Shoffner ( ) for disposition. C-2 of 3

40 Active codes OEM Global Pending codes Historical codes 12. Setup the datalogger with a new file (Manufacturer)(vehicle number)(model year)(date)(last three digits of the VIN)_idle 13. Restart the vehicle and idle for 15 minutes while recording the parameters noted above. 14. While the engine is running check the parameter data to ensure the values look correct. 15. Is the check engine light on? Yes or No? 16. Check for engine codes with the scan tool. Are there any codes yes or no? 17. If there are codes write them below and call Brent Shoffner for disposition. Active codes OEM Global Pending codes Historical codes 18. Check the data before leaving the dealership. 19. Turn on the engine and allow it to run at idle in drive for two minutes. During that time record the readings with the scan tool and note below. Minutes from Engine Start One Two Long Term Trim Bank One Long Term Trim Bank Two (if 2 trim values) C-3 of 3

41 Appendix D Inspected Vehicles

42 Model Year Vehicles Inspected Date of Inspection Odometer reading Engine displacement Evap Emission Family Nbr. Description Make Model VIN Engine Family 1 Yaris1 Toyota Yaris 2009 JTDBT903X /6/ , L 9TYXV01.5BEA 9TYXR0085P12 2 Yaris2 Toyota Yaris 2009 JTDBT /6/ , L 9TYXV01.5BEA 9TYXR0085P12 3 Yaris3 Toyota Yaris 2010 JTDBT4K36A /12/ , L ATYXV01.5BEA ATYXR0085P12 4 Yaris4 Toyota Yaris 2010 JTDBT4K34A /12/ , L ATYXV01.5BEA ATYXR0085P12 5 Yaris5 Toyota Yaris 2010 JTDGT4K35A /12/ , L ATYXV01.5BEA ATYXR0085P12 6 Sonoma1 GMC Sonoma GTCS14W1Y /19/ , L V6 YGMXT YGMXE Sonoma2 GMC Sonoma GTCS19XX /2/ , L V6 3GMXT GMXR Sonoma3 GMC Sonoma GTDT13X73K /2/ , L V6 3GMXT GMXR Sonoma4* GMC Sonoma GTDT19X /16/ , L V6 3GMXT GMXR Grand_Cherokee1 Chrysler Grand Cherokee J8HS58TX9C /19/ , L 9CRXT05.74P0 9CRXR0180RC0 11 Grand_Cherokee2 Chrysler Grand Cherokee J8HS58T69C /4/ , L 9CRXT05.74P0 9CRXR0180RC0 12 Grand_Cherokee3 Chrysler Grand Cherokee J8HS58T99C /9/ , L 9CRXT05.74P0 9CRXR0180RC0 13 Grand_Cherokee4 Chrysler Grand Cherokee J8HR68T79C /9/ , L 9CRXT05.74P0 9CRXR0180RC0 14 Yaris6 Toyota Yaris 2007 JTDBT /25/ , L 7TYXV01.5BEA 7TYXR0085P12 15 Yaris7 Toyota Yaris 2007 JTDBT /25/ , L 7TYXV01.5BEA 7TYXR0085P12 16 Yaris8 Toyota Yaris 2008 JTDBT /2/ , L 8TYXV01.5BEA 8TYXR0085P12 17 Yaris9 Toyota Yaris 2007 JTDBT /4/ , L 7TYXV01.5BEA 7TYXR0085P12 18 Yaris10 Toyota Yaris 2009 JTDBT /6/ , L 9TYXV01.5BEA 9TYXR0085P12 19 Yaris11 Toyota Yaris 2009 JTDBT /6/ , L 9TYXV01.5BEA 9TYXR0085P12 20 Yaris12 Toyota Yaris 2009 JTDBT /6/ , L 9TYXV01.5BEA 9TYXR0085P12 21 Yaris13 Toyota Yaris 2009 JTDBT /7/ , L 9TYXV01.5BEA 9TYXR0085P12 22 Yaris14 Toyota Yaris 2009 JTDBT /7/ , L 9TYXV01.5BEA 9TYXR0085P12 23 Yaris15 Toyota Yaris 2008 JTDBT /7/ , L 8TYXV01.5BEA 8TYXR0085P12 24 Yaris16 Toyota Yaris 2008 JTDJT /20/ , L 8TYXV01.5BEA 8TYXR0085P12 25 Yaris17 Toyota Yaris 2009 JTDBT /21/ , L 9TYXV01.5BEA 9TYXR0085P12 *Purchased for the program D-1 of 5

43 Vehicles Inspected Model Year Date and time of inspection Odometer reading Engine displacement Evap Emission Family Nbr. Description Make Model VIN Engine Family 26 Yaris18 Toyota Yaris 2009 JTDBT /20/ , L 9TYXV01.5BEA 9TYXR0085P12 27 Yaris19 Toyota Yaris 2010 JTDBT4K35A /20/ , L ATYXV01.5BEA ATYXR0085P12 28 Yaris20 Toyota Yaris 2010 JTDBT4K39A /20/ , L ATYXV01.5BEA ATYXR0085P12 29 Yaris21 Toyota Yaris 2010 JTDBT4K33A /20/ , L 9TYXV01.5BEA 9TYXR0085P12 30 Acura1 Acura TL UUA66298A /28/ , L 8HNXV03.5HKR 8HNXR0146BBA 31 Acura2 Acura TL UUA66248A /28/ , L 8HNXV03.5HKR 8HNXR0146BBA 32 Acura3 Acura TL UUA66218A /4/ , L 8HNXV03.5HKR 8HNXR0146BBA 33 Acura4 Acura TL UUA66248A /4/ , L 8HNXV03.5HKR 8HNXR0146BBA 34 Acura5 Acura TL UUA66256A /28/ , L 6HNXV03.2NKR 6HNXR0140BBA 35 Acura6 Acura TL UUA66248A /10/ , L Not Avail Not Avail 36 Acura7 Acura TL UUA66238A /10/ , L 8HNXV03.5HKR 8HNXR0146BBA 37 Acura8 Acura TL UUA66278A /10/ , L 8HNXV03.5HKR 8HNXR0146BBA 38 Acura9 Acura TL UUA66258A /16/ , L 8HNXV03.5HKR 8HNXR0146BBA 39 Acura10 Acura TL UUA66278A /16/ , L 8HNXV03.5HKR 8HNXR0146BBA 40 Acura11 Acura TL UUA662X5A /17/ , L N/A N/A 41 Acura12* Acura TL UUA66298A /17/ , L 8HNXV03.5HKR 8HNXR0146BBA 42 Acura13 Acura TL UUA66278A /17/ , L 8HNXV03.5HKR 8HNXR0146BBA 43 Montero2 Mitsubishi Montero Sport 2002 JA4LS31R62J /18/ , L 2MTXT03.5GNS 2MTXR0175A1A 44 Montero3 Mitsubishi Montero 2002 JA4MW51R32J /18/ , L 2MTXT03.5GNS 2MTXR0200A1A 45 Montero4 Mitsubishi Montero 2002 JA4LS31R62P /15/ , L 2MTXT03.5GNS 2MTXTR0175A1A 46 Montero5 Mitsubishi Montero 2002 JA4LS41R11P /15/ , L 2MTXT03.5GNS 2MTXTR0175A1A 47 Montero6 Mitsubishi Montero 2003 JA4LS31R23J /22/ , L 3MTXT03.5GNS 3MTXR0175A1A 48 Montero7 Mitsubishi Montero 2003 JA4LS31R73J /1/ , L 3MTXT03.5GNS 3MTXR0175A1A 49 Montero8 Mitsubishi Montero 2003 JA4NW51S63J /4/ , L 3MTX3T03.8GNS 3MTXR0200A1A 50 Montero9* Mitsubishi Montero 2002 JA4MW51R62J /12/ , L 2MTXT03.5GNS 2MTXR0200A1A *Purchased for the program D-2 of 5

44 Vehicles Inspected Date and time of inspection Odometer reading Engine displacement Nbr. Description Make Model Model Year VIN Engine Family Evap Emission Family 51 BMW325i1 BMW 325i 2003 WBAAZ33483PH /2/ , L 3BMXV02.5M56 3BMXR0134M56 52 BMW_X31 BMW X WBXPA93444WC /3/ , L 4BMXX03.0UL2 4BMXR0128E85 53 Deville1 Cadillac DeVille G6KD54Y91U /6/ , L 1GMXV GMXR GeoPrism1 Chevrolet Geo Prism Y1SK /6/ , L 1NTXV01.8FFA 1NTXR0115AK1 55 BMW_Z41 BMW Z USBT33423LS0258 6/16/ , L 38MXV03.3LER 38MXR0136E46 56 BMW325i2* BMW 325i 2004 WBAEV33444KL /16/ , L 4BMXV03.0SMG 4BMXR136E46 57 BMW325i3 BMW 325i 2003 WBAET37443NJ /16/ , L Not Available Not Available 58 Vue1 Saturn Vue GZCZ63B /17/ , L 3GMXT GMXR Vue2 Saturn Vue GZCZ53B63S /17/ , L 3GMXT GMXR Beetle1 Volkswagen Beetle VWCS21C11M /17/ , L 1VWXV VWXR Beetle2 Volkswagen Beetle VWCK21C41M /15/ , L 1VWXV VWXR Impreza1 Subaru Impreza WRX 2003 JF1GG29623G /15/ , L 3FJXV020LGL 33FJXR01251BD 63 Impreza2 Subaru Impreza WRX 2005 JF1GG29615G /14/ , L 5FJXX02.5PGT 5FJXR01253BG 64 Verona1 Suzuki Verona 2004 KL5VJ52264B /27/ , L 4GDXV02.5D03 4GDR0117LOL 65 Impreza3 Subaru Impreza WRX 2003 JF1JD29683G /17/ , L 3FJXV02.0LGL 3FJXR01251BD 66 BMWX32 BMW X WBXPA93474WC /24/ , L 4BMX03.0VL2 4BMXR0128E85 67 Beetle3 Volkswagen Beetle GL VWBK21C11M /14/ , L 1VMXV VMXR VUE3 Saturn VUE GCZCZ63B63S /14/ , L 3GMXY GMXR BMWX51 BMW X WBAFA53521LM /15/ , L 1BMXT03.0E53 1BMXR016UE39 70 Impreza4 Subaru Impreza 2002 JF1GD29672G /21/ , L EJ205AW3B9 Not Available 71 Beetle4 Volkswagen Beetle VWCB21C01M /21/ , L AZG Not Available 72 Deville2 Cadillac DeVille G6KD54Y61U /7/ , L XV GMXR Deville3* Cadillac DeVille G6KD54Y51U /10/ , L 1GMXV GMXR Verona2 Suzuki Verona 2004 KL5VJ52L24B /26/ , L 4GDXV02.5D03 4GDXR011COL 75 Grand_Cherokee6 Jeep Grand Cherokee J8HS58T09C /1/ , L 9CRXT05.74P0 9CRX9R0180RC0 *Purchased for the program D-3 of 5

45 *Purchased for the program Vehicles Inspected Date and time of inspection Odometer reading Nbr. Description Make Model Model Year VIN Engine Family Evap Emission Family 76 BMWX33 BMW X WBXPA93484WA /1/ , L 4BMXX03.0UL2 4BMXR0128E85 77 Verona3 Suzuki Verona LX 2004 KL5VJ52L94B /4/ , L 4GDXV02.5D03 4GDXR0117C02 78 BMW_Z42 BMW Z USBT33433LR /8/ , L 3BMXV03.0LER 3BMXR0136E46 79 Impreza5 Subaru Impreza 2003 JF1GG29673H /1/ , L 3FJXV02.0LGL 3FJXR01251BD 80 BMWx34* BMW X WBXPA93414WC /2/ , L 4BMXX03.0UL2 4BMXR012BE85 81 Verona4 Suzuki Vernona 2004 KL5VJ52L74B /6/ , L 4GDXV GDXR011760L 82 Verona5 Suzuki Verona 2004 KL5VJ52LX4B /7/ , L N/A N/A 83 Verona6 Suzuki Verona 2004 KL5VJ52L94B /9/ , L 4GDXV02.5D03 4GDXR0117C0L 84 Verona7 Suzuki Verona 2004 KL5VJ52L04B /10/ , L 4GDXV02.5D03 4GDXR0117COL 85 Impreza6 Subaru Impreza 2002 JF1GD29662G /13/ , L 2FJXV.020LGL 2FJXR0125BA 86 Impreza7 Subaru Impreza 2004 JF1GD29644G /13/ , L 4FJXV02.5PGT 4FJXR01251BD 87 MPV1 Mazda MPV 2001 JM3LW28Y /15/ , L 1TKXT02.5CMB 1TKXR0150PMA 88 Passat1 Volkswagen Passat 2001 WVWVD63B61E /15/ , L Turbo 1ADXV ADXR Engine displacement 89 C2301 Mercedes- Benz C WDBRF40J64F /17/ , L Turbo 4MBXV01.8LB1 4MBXR0155LNZ 90 c2302 Mercedes- Benz C WDBRF40J54A /17/ , L Turbo 4MBXV01.8LB1 4MBXR0155LNZ 91 Passat2 Volkswagen Passat 2001 WVWPD63B51P /22/ , L Turbo 1ADXV ADXR RAV4_7896 Toyota RAV JTMBK31V , L V6 8TYXT03.5BEM 8TYXR0130A22 93 Caliber_7496* Dodge Caliber B3HBz8B88D /8/ , L I4 8CRSR011.2GHA 8CRXB0144MB1 94 Avalon_6075 Toyota Avalon T1BK36B06U /23/ , L 6TYXV03.5PEA 6TYXR0130A12 95 F150_7718 Ford F FTRX12W88GB /23/ , L V8 8FMXR04.63HB 8FMXR0240NBR 96 F150_2 Ford F FTRX17274CA /11/ , L V6 4FMXT04.2PN2 4FMXE0160BAF 97 Windstar1 Ford Windstar FMZA52443BB /17/ , L 3FMXT03.82HA 3FMXR0230BBE 98 Windstar2 Ford Windstar FMZA514X3BB /7/ , L 3FMXT03.82HA 3FMXR0230BBE 99 F150-3 Ford F FTRF17234CA /13/ , L 4FMXT04.2PN2 4FMXE0160BAF _1 Chrysler C3KA53G17H /15/ , L 7CRSV03.5MEO 7CRXR0150GHA D-4 of 5

46 Vehicles Inspected Date and time of inspection Odometer reading Engine displacement Nbr. Description Make Model Model Year VIN Engine Family Evap Emission Family _2 Chrysler C3KA53G07H /15/ , L 7CRSV03.5MEO 7CRXR0150GHA 102 F150-5 Ford F FTRF07263KC /15/ , L 6Cyl Not Legible Not Legible 103 Windstar3 Ford Windstar FMZA52423BA /20/ , L 3FMXT03.82H7 3FMXR0230BBE 104 Beetle5 Volkswagen Beetle VWCT21C51M /28/ ,885 2L 1VWXV VWXR Passat3 Volkswagen Passat 2001 WVWAC63B61P /12/ , L 1ADXV ADXR Windstar4 Ford Windstar FMZA51423BA /18/ , L 3FMXT03.82H7 3FMSR0230BBE 107 Windstar5 Ford Windstar FTZA54413BB /18/ , L 3FMXT03.82HA 3FMSR0230BBE 108 Passat3 Volkswagen Passat 2001 WVWAC63B61P /12/ , ADXV ADXR Windstar4 Ford Windstar FMZA51423BA /18/ , L 3FMXT03.82H7 3FMSR0230BBE 110 Windstar5 Ford Windstar FTZA54413BB /18/ , L 3FMXT03.82HA 3FMSR0230BBE 111 MPV2 Mazda MPV 2001 JM3LW28G /1/ , L 1TKXT02.5CMB 1TKSR0150PMA 112 F150-6 Ford F FRRX07223KC /9/ , L 3F(?) 4.22H6 33F(?) E0155BAF? = Illegible D-5 of 5

47 Appendix E Vehicles Screened

48 Vehicles Screened Model Date of Odometer Engine Codes Coolant Bank1 Bank1 Bank2 Bank2 Make Model VIN Engine MIL Nbr. Year inspection reading yes/no [C] LTFT (%) STFT (%) LTFT (%) STFT (%) 1 Chrysler C3KA53G96H /2/2012 N.R. 3.5L V6 None None Ford Expedition FMFU17L13LB /2/2012 N.R. 5.4L V8 None None Infinity G JNKBV61E78M /2/2012 N.R. 3.5L V6 None None Toyota RAV JTMBK31V /2/2012 N.R. 3.5L V6 None None Toyota Tundra STFRV54148X /2/2012 N.R. 5.7L V8 None None Mercury Grand Marque MEFM74V97X /5/ , L V8 None None Ford Mustang ZVFT80N /5/ , L V6 None None Ford F FTPW12V28KB /5/ , L V8 None None Dodge Caliber B3HB28B88D /5/ , L I4 None P N/A N/A 10 Ford Fusion FAFP07Z26R /5/ , L I4 None P N/A N/A 11 Ford Fusion FAFP07Z56R /5/ , L I4 None P N/A N/A 12 Dodge Ram D7HA18K68J /5/ , L V6 None None Ford Focus FAFP34P33W /5/ , L I4 None None N/A N/A 14 Chevrolet Suburban GNEC16Z24J /5/ , L V8 None None Mercury Mountaineer MZEU47E98UJ /5/ , L V6 None None Ford Explorer Sport FMZU67K64UB /5/ , L V6 None P0171, P Toyota Corolla NXBR32E26Z /5/ , L I4 None P N/A N/A 18 Ford Expedition FMFK19587LA /5/ , L V8 None None Ford Expedition FMPU17575LA /5/ , L V8 None None Volvo V YV1SW61T /5/ , L I5 None None N/A N/A 21 Pontiac Montana GMPV33L46D /5/ , L V6 None P0455, P N/A N/A 22 Nissan Altima N4AL11D445N /5/ , L I4 None P N/A N/A 23 Mitsubishi Eclipse A3AK24F68E /9/ , L I4 None None GMC Denali GKFK63828J /6/ , L V8 None None Chevrolet Impala G1WB58K /6/ , L V6 None None N/A N/A N.R. Not Recorded E-1 of 9

49 Vehicles Screened Model Date of Odometer Engine Codes Coolant Bank1 Bank1 Bank2 Bank2 Make Model VIN Engine MIL Nbr. Year inspection reading yes/no [C] LTFT (%) STFT (%) LTFT (%) STFT (%) 26 Chevrolet Avalanche GNFK12318G /6/ , L V8 None None Chevrolet Avalanche GNEC12048G /6/ , L V8 None None Lexus RX JTJGA31UX /21/ , L P0304/#4 Cyl Misfire Pending 29 Lincoln Navigator 2006 JCMFU27596L /21/ , L None None Acura TSX 2008 JH4CL96808C /21/ , L None None N/A N/A 31 Chrysler Town & County A8HR64X38R /21/ , L None None Lincoln MKZ LNHM26T08R /21/ , L None None Toyota Tacoma 2006 STETU62N /21/ , L None None Chrysler PT Cruiser A8FY58B77T /21/ , L None None N/A N/A 35 Ford F FTRX12W88GB /21/ , L None None Lincoln Towncar LNHM82V26Y /21/ , L None None GMC Sierra GTEK13M /21/ , L None None Honda Ridgeline HJYK16S18H /21/ , L None None Toyota Highlander 2007 JTEDP21A /21/ , L None None Subaru Impreza STI 2008 JF1GR89648L /21/ , L None None N/A N/A 41 Mercury Sable MEHM42W28G /21/ , L V-6 None None Lincoln Towncar LNHM81VX7Y /21/ , L V8 None None Mercury Mountaineer M2DU66W85ZJ /21/ , L V8 None None Lincoln MKX LMDU68C08BJ /21/ , L V6 None None Lincoln MKX LMDU68C78BJ /21/ , L V6 None None Mercury Grand Marquis MEFM75W86X /21/ , L V8 None None Lincoln MKZ LNHM28T97R /21/ , L V6 None None Lincoln MKX KNDY68C68BJ /21/ , L V6 None None Jeep Wrangler J4FA24158L /21/ , L V6 None P0456/P Ford F FTRW12W17KD /21/ , L V8 None None E-2 of 9

50 Vehicles Screened Model Date of Odometer Engine Codes Coolant Bank1 Bank1 Bank2 Bank2 Make Model VIN Engine MIL Nbr. Year inspection reading yes/no [C] LTFT (%) STFT (%) LTFT (%) STFT (%) 51 Lincoln MKX LMDU68C08BJ /21/ , L V6 None None Lexus RX T2GK31U87C /21/ , L V6 None None Chrysler Pacifica C8GM68464R /21/ , L V6 None P0266/P0562/P N/A N/A 54 Honda Ridgeline HJYK165S7H /21/ , L V6 None None Nissan Frontier N6AD07U58C /21/ , L V6 None None Mitsubishi Endeavor A4MM31S28E /21/ , L V6 None None Toyota RAV JTEGD20V /21/ , L I4 None None N/A N/A 58 Honda CRV 2004 JHLRD77894C /21/ , L I4 None None N/A N/A 59 Toyta Avalon T1BK3GB06U /21/ , L V6 None None Subaru Legacy S4BP61C /21/ , L I4 None None N/A N/A 61 Subaru Forester 2006 SG69676H /21/ , L I4 None None N/A N/A 62 Toyota Tacoma TMJU62NX8M /21/ , L V6 None None Ford Expedition FMFK19587LA /18/ , L None None Dodge Caravan GP44L77R /18/ , L None None N/A N/A 66 GMC Envoy GKD513S /15/ , L None None N/A N/A 67 Honda Civic HGFG21538H /18/ , L None None N/A N/A 68 Ford Fusion FAHP08Z08R /18/ , L None None N/A N/A 69 Toyota 4Runner 2007 JTEBU14R /18/ , L None None GMC Sierra GTHK23U37F /18/ , L None None Cadillac SRX GYEE /18/ , L None P0420 Cat Ford Expedition FMRU15W82LA /11/ , L None P0401 EGR GMC Yukon GKEC136YJ /11/ , L None None Chevrolet Tahoe GNEC13R2XJ /11/ , L None P1870 AT Slipping Chevrolet Suburban GNEC16TS1G /11/2012 N/A 5.7L None None E-3 of 9

51 Vehicles Screened Model Date of Odometer Engine Codes Coolant Bank1 Bank1 Bank2 Bank2 Make Model VIN Engine MIL Nbr. Year inspection reading yes/no [C] LTFT (%) STFT (%) LTFT (%) STFT (%) 76 Chevrolet Trailblazer GNDS /11/ , L None P0440 Evap N/A N/A 77 Hyundai Veracruz GLC 2008 KM8NU13C18U /17/ , L None None Dodge Nitro SXT D8GT28K57W /17/ , L None None Mercury Grand Marquis M8FM75V06X /17/ , L None None GMC Sierra GTEC19Z66Z /17/ , L None None Nissan Titan N6BA07C28N /17/ , L None None Dodge Ram D7HU18N2J /17/ , L None None Ford Freestyle FMDK02106GA /17/ , None None Jeep Liberty J4GL38KX5W /17/ , None None P Heater BMW X WBXPC93418WJ /17/ , L I6 Thermostat Dodge Nitro D8GT58618W /17/ , L V6 None None Jeep Liberty J4GL48K36W /17/ , L V6 None None Ford Expedition FMPU15565LA /17/ , L V8 None None Mazda Tribute F2CE02ZX8KM /17/ , I4 None None N/A N/A 90 Infinity G JNKBV61E58M /17/ , L V6 None None Dodge x D7K528D /17/ , L V8 None None Chevrolet Tahoe GNFC13047R /17/ , L V8 None None Audi Q WA1BY74L37D /17/ , L V6 None None P Engine Ford Expedition FMFU17596LA /17/ , L V8 missfire Chevrolet Suburban GNFK16337R /8/ , L None None Chevrolet Tahoe GNEC13597R /8/ , L None None Chevrolet Uplander GNDV /8/ , L None None N/A N/A 98 Mitubishi Montero 2001 JA4MW51R51J /8/ , L P O2 Sensor P0171, P Too Chevrolet GTGC24RdXR /8/ , L Lean Mercury Grand Marquis MEFM74W02X /8/ , L None None E-4 of 9

52 Vehicles Screened Model Date of Odometer Engine Codes Coolant Bank1 Bank1 Bank2 Bank2 Make Model VIN Engine MIL Nbr. Year inspection reading yes/no [C] LTFT (%) STFT (%) LTFT (%) STFT (%) 101 Chevrolet GCEK19R7WR /8/ , L None None P0301, P0700,P0715, Mercedes Ben ML JGABJ4E51A /8/ , L P GMC Yukon GFKC16J97J /8/ , L P0121, P0449, P P Misfire Ford Taurus FAFP53U46A /8/ , L Detected Mercury GrandMarquis MEFM74W25X /8/ , L None None P Eng Speed Jeep Cherokee JF4T28S6WL /8/ , L Input Circuit N/A N/A 107 Ford Crown Victoria FAFP73W31X /8/ , L P Hyundai Sonota 2003 KMHWF25S43A /8/ , L P0320, P0705, P N/A N/A 109 Jeep Liberty Sport J4GK48K32W /8/ , L P Ford Expedition FMFU18506LA8614 6/13/ , L None None Suzuki Forenza 2008 KL5JD56Z88K /13/ ,185? None None N/A N/A 112 Ford F FTRW12W57KC /13/ , L None None Chevrolet Malibu G1ZH57BX8F /13/ , L None None N/A N/A 114 Chevrolet Colorado GCCS19E /13/ , L None None N/A N/A 115 Chrysler Town&Country A4GP45R0GB /13/ , L None None N/A N/A 116 Chevrolet Uplander GNDLL23127D /13/ , L None None N/A N/A 117 Nissan Altima NA4AL21E48C /13/ , None None N/A N/A 118 Chrysler C3KA53G07H /13/ , L V-6 None None Dodge Caliber B3HB48D28P /13/ , L P N/A N/A 120 Chrysler Pacifica A8GM48L27R /13/ , L V6 None None N/A N/A 121 Chrysler C3KA53G /13/ , L V6 None None Jeep Liberty J8GN28K78W /13/ , L V6 None None Jeep Grand Cherokee J8GS48K /13/ , L V6 None None GMC Envoy GKDS /19/ , L P N/A N/A 125 Mazda Tribute F2CU08151KM /19/ , L None None E-5 of 9

53 Vehicles Screened Model Date of Odometer Engine Codes Coolant Bank1 Bank1 Bank2 Bank2 Make Model VIN Engine MIL Nbr. Year inspection reading yes/no [C] LTFT (%) STFT (%) LTFT (%) STFT (%) 126 Honda CRV 2005 SHSRD78585U /19/ , L None None N/A N/A 127 Lincoln Mark LT 2006 SLTPW18516FJ /19/ , L P0060, P Toyota Tacoma TMKU72N266M /19/ , L None None Ford Freestar FMDA58234BB /19/ , L P Ford Windstar FMZA52451BB /19/ , L None None Volkswagen Jetta VWGF81K47M /19/ , L None None N/A N/A 132 Mercury MEFM5563AG /19/ ,562 V6 Duratec P Ford Mustang FAFP42X /20/ ,828 V8 P Ford Crown Victoria FALP74W3VX /20/ , L P0125, P0171, P GMC Envoy GKDS13S /20/ , L No No N/A N/A 136 Toyota Sonoma 2005 STDZA23C25S /20/ , V6 No No Chevrolet S GCDT13S13K /20/ , L No P Chrysler Concord C3HD56F1VH /20/ , L No P Ford Focus FAFP34N27W /20/ ,734 4 Cyl No No N/A N/A 140 Mitubishi Eclipse A3AE8SH22E /20/ , L No P Lexus ES JT8BF28G4YS /20/ , L V6 No No Pontiac Grand Prix G2WP /20/ , V6 No P N/A N/A 143 Ford Taurus FAFP53U56A /20/ , L No No Plymouth Neon P3ES46C /20/ , L No P N/A N/A 145 Hyundai Elantra 2004 KMHDN56024U /20/ , L No No N/A N/A 146 Chevrolet Suburban GNEC16R5XG /20/ , L No No GMC 1/2 Ton P/U GTEK13T /21/ , L No No Toyota Corolla T1BR12E2YC /21/ , L No No N/A N/A 149 Nissan Sentra N1CB51D65L /21/ , L No No N/A N/A 150 Chevrolet Cavilier G1JC52F /21/ , L No No N/A N/A E-6 of 9

54 Vehicles Screened Model Date of Odometer Engine Codes Coolant Bank1 Bank1 Bank2 Bank2 Make Model VIN Engine MIL Nbr. Year inspection reading yes/no [C] LTFT (%) STFT (%) LTFT (%) STFT (%) 151 Toyota Camry T1BE32K03U /21/ , L No No N/A N/A 152 Pontiac G2ZM /21/ , L P0113, P Honda Civic 2002 JHMES262812S /21/ , L No No N/A N/A 154 Chevrolet C GCLC19M9W /21/ , L No No Chevrolet Impala G1WTSSK /21/ , L No No N/A N/A 156 Mercury Grand Marquis MEFM74W93X /21/ , L ABS No Nissan Maxima N4BA41E2SC /21/ , L No No Saturn L G8JU54F53Y /21/ , L No No N/A N/A 159 Ford Windstar FMZA5146WBC /21/ , L P1131, P Mitsubishi Montero Sport 2001 JA4LS31H1YP /21/ , L No No Chevrolet Impala G1WFS2E /21/ , L No No N/A N/A 162 Toyota Camry T1BF32K52U /21/ , L No No Chevrolet Malibu G12T6284SF /13/ , L No No Suzuki Forenza 2007 KLSIDS6Z37K /13/ , L P2106, P0107, P N/A N/A 165 Mazda YVFP80C74SN /13/ , L No No N/A N/A 166 Nissan Altima N4AL11D14C /13/ , L P N/A N/A 167 Pontiac Grand Prix G2WP552S /13/ , L No No N/A N/A 168 Jeep Grand Cherokee J4HR58246C /13/ , L No No Suzuki Forenza 2008 KLSJDS6Z88K /25/ , L No No N/A N/A 170 Chevrolet Colorado GCCS19E /25/ , L No No N/A N/A 171 Jeep Grand Cherokee J8GS48K57C /25/ , L No No Chrysler Town & Country C4GP54L15R /25/ , L No No N/A N/A 173 Jeep Compas J8FFS7W07D /25/ , L No No N/A N/A 174 Chevrolet Aveo 2005 KL1TD62645B /1/ , L No No N/A N/A 175 Chevrolet Malibu G1ZT58N17F /1/ , L No No E-7 of 9

55 Vehicles Screened Model Date of Odometer Engine Codes Coolant Bank1 Bank1 Bank2 Bank2 Make Model VIN Engine MIL Nbr. Year inspection reading yes/no [C] LTFT (%) STFT (%) LTFT (%) STFT (%) 176 Toyota Camry T1BK46K97U /1/ , L No No Chrysler Town & Country C4GP54L25R /1/ , L No P N/A N/A 178 Chrysler Town & Country A8HR44HXR /1/ , L No No N/A N/A 179 Chevrolet Tahoe GNEK132X2R /9/ , L No No Chevrolet GCEK14V26G /9/ , L No No Dodge Dakota D7HG48N43S /9/ , No P0456/P N/A N/A 182 Dodge D7HA18N24S /9/ , L No P Dodge D7HA16P57J /9/ , L No P Honda CRV 2002 JHLRD078862C /14/ , L No No N/A N/A 185 Honda Odyssey FNRL38237B /14/ , L No No N/A N/A 186 Honda Pilot FNYF18405B /14/ , L No No Volkswagen Beetle VWFE21C82M /14/ , L No P N/A N/A 188 Nissan Xterra N1AN08U57C /14/ , L No No Ford Edge FMDK38C68BB /14/ , L No No Dodge D71TU18P97S /14/ , L No No Toyota Sequoia TDZT38A75S /14/ , L No No Jeep Wrangler J4FA241X8L /14/ , L No No Ford Escape FMYU03167KC /14/ , L No No Toyota Highlander 2002 JTEGF21A /22/ , L No No Honda Ridgeline HJYK16457H /22/ , L No No Toyota RAV JTMZD31V /22/ , L No No N/A N/A 197 Jeep Wrangler J4FA24168L /22/ , L No No Hyundai Santa Fe GLS NMSH13E28H /22/ , L No No Ford Taurus FAFP56U87A /22/ , L No No Toyota Tacoma TEGN92N41Z /22/ , L No No N/A N/A E-8 of 9

56 Vehicles Screened Model Date of Odometer Engine Codes Coolant Bank1 Bank1 Bank2 Bank2 Make Model VIN Engine MIL Nbr. Year inspection reading yes/no [C] LTFT (%) STFT (%) LTFT (%) STFT (%) 201 Lexus LS JTHBN30F /22/ , L No No Honda Accord 2008 JHMCP26708C /22/ , L No No N/A N/A 203 Honda Accord 2008 JHMCP26438C /22/ , L No No N/A N/A 204 Ford T-Bird FAHP60A92Y /22/ , L No No Honda CRV 2001 JHLP0186X1C /22/ , L No No N/A N/A 206 Honda Odyssey FNRL38686B /22/ , L No No Volkswagen Jetta VWRJ71K35M /22/ , L No No N/A N/A 208 Dodge D7KA28D03G /22/ , L No P N/A N/A 209 Cadillac Escalade GYFK66838R /22/ , L No No Hyundai Elantra 2007 KMHDU460X /22/ , L No No N/A N/A 211 Honda Accord 2002 JHMCG56682C /22/ , L No No N/A N/A 212 Honda Civic HGEM2295L /22/ , No P N/A N/A 213 Honda Civic HGFA16576L /22/ , No No N/A N/A E-9 of 9

57 Appendix F Photographs of Test Vehicles

58 GMC Sonoma F-1 of 7

59 Acura TL F-2 of 7

60 Mitsubishi Montero F-3 of 7

61 BMW 325i F-4 of 7

62 Cadillac Deville F-5 of 7

63 BMW X3 F-6 of 7

64 Dodge Caliber F-7 of 7

65 Appendix G Analytical Results of Test Fuel Samples

66 Fuel Analytical Results Drum #1 Drum #2 Vehicle B - Fuel Tank Description E20 E20 E20 Date 3/9/2011 2/1/2011 8/11/2011 Laboratory PPRD PPRD PPRD TEST METHOD / PROPERTY UNITS RESULTS RESULTS RESULTS RVP by Grabner Density by Digital Meter (ASTM D4052) psi API Gravity Specific Gravity C grams/l Oxygenates (ASTM D5599) Batch 1 Diisopropylether (DIPE) vol% <0.1 <0.1 <0.2 Ethyl tert-butylether (ETBE) vol% <0.1 <0.1 <0.2 Ethanol (EtOH) vol% Isobutanol (iba) vol% <0.1 <0.1 <0.2 Isopropanol (ipa) vol% <0.1 <0.1 <0.2 Methanol (MeOH) vol% <0.1 <0.1 <0.2 Methyl tert-butylether (MTBE) vol% <0.1 <0.1 <0.2 n-butanol (nba) vol% <0.1 <0.1 <0.2 n-propanol (npa) vol% <0.1 <0.1 <0.2 sec-butanol (sba) vol% <0.1 <0.1 <0.2 tert-amyl methylether (TAME) vol% <0.1 <0.1 <0.2 tert-butanol (tba) vol% <0.1 <0.1 <0.2 tert-pentanol (tpa) vol% <0.1 <0.1 <0.2 Total Oxygen in WT% vol% G-1 of 2

67 Fuel Analytical Results Sample Code Batch 2 CGB-8131 CGB-8213 CGB-8132 CGB-8133 Description Tank 187 Drum #1 Blend Tank 187 Drum #1 Drum #1 E20 E30 E30 E40 E50 9/15/ /27/2011 3/27/ /27/ /27/2011 RESULTS RESULTS PPRD-1101 PPRD-3928 PPRD-6550 PPRD-3929 PPRD-3930 TEST REQUEST RESULTS RESULTS RESULTS RESULTS RESULTS RVP by Grabner D METHOD API Gravity D4052 (used Specific Gravity to calculate C (grams/l) D5599 vol %) Oxygen and Oxygenates (Volume %) Diisopropylether (DIPE) <0.1 <0.1 <0.1 <0.1 <0.1 Ethyl tert -butylether (ETBE) <0.1 <0.1 Ethanol (EtOH) Isobutanol (iba) <0.1 <0.1 <0.1 <0.1 <0.1 Isopropanol (ipa) <0.1 <0.1 <0.1 <0.1 <0.1 Methanol (MeOH) <0.1 <0.1 <0.1 <0.1 <0.1 Methyl tert -butylether (MTBE) D5599 <0.1 <0.1 <0.1 <0.1 <0.1 n-butanol (nba) <0.1 <0.1 <0.1 <0.1 <0.1 n-propanol (npa) <0.1 <0.1 <0.1 <0.1 <0.1 sec -Butanol (sba) <0.1 <0.1 <0.1 <0.1 <0.1 tert -amyl methylether (TAME) <0.1 <0.1 <0.1 <0.1 <0.1 tert -Butanol (tba) <0.1 <0.1 <0.1 <0.1 <0.1 tert -Pentanol (tpa) <0.1 <0.1 <0.1 <0.1 <0.1 Total Oxygen in WT% D86 Distillation IBP % % % % % % % % D % % % % FBP Recovered, ml Residue, ml Loss, ml G-2 of 2

68 Appendix H FTP-75 Emissions Results

69 Emissions Measurement Variability SwRI routinely evaluates exhaust emissions from ULEV and SULEV vehicles for government and industry organizations. Select data sets generated over the past several years give an indication of the variation in emission measurements that SwRI has experienced, as shown in the table below. These data include sets of triplicate FTP-75s (at a minimum) for >30 in-use vehicles, and represent more than 400 individual FTP-75s. Coefficients of variation (COVs) were calculated for over 70 data sets, which typically represented back-to-back runs, and are given in the table below. Because COVs are dependent on vehicle operation, as well as emissions measurement equipment, a typical range of observed COVs is also given. TYPICAL EMISSIONS VARIABILITY SULEV/ULEV COVS CONSTITUENT AVERAGE TYPICAL RANGE THC 5 % 3 ~ 9 % CO 7 % 5 ~ 11 % NO X 10 % 7 ~ 16 % H-1 of 2

70 FTP-75 Emissions Results Vehicle Code THC CO NO X CO 2 NMHC Est. NMOG* FE THC CO NO X CO 2 NMHC Est. NMOG* FE THC CO NOX CO2 NMHC Est. NMOG* FE THC CO NO X CO 2 NMHC g/mi g/mi g/mi g/mi g/mi g/mil MPG g/mi g/mi g/mi g/mi g/mi g/mil MPG g/mi g/mi g/mi g/mi g/mi g/mil MPG g/mi g/mi g/mi g/mi g/mi g/mil MPG A B C D E E** F G * Estimated NMOG calculated by multiplying NMHC by 1.04 per CFR Title 40, Part 86, subpart S, section ** After installation of aged converter and O 2 sensor. PHASE 1 PHASE 2 PHASE 3 WEIGHTED RESULTS Est. NMOG* FE H-2 of 2

71 Appendix I On-Road Procedure and Driving Cycle

72 CRC OBD Program Modified ASTM D5500 Route Car Number: Date: Laps Compl: One Two Three Four Five Name of driver: Name of observer: Start of Shift Odometer: Time: (Engine turned on) After First Engine Idle: Time: After Second Engine Idle: Time: After Third Engine Idle: Time: After Fourth Engine Idle: Time: After Fifth Engine Idle: Time: (Engine turned off) Did a check engine light (or malfunction light of any kind) come on with the engine running at any time during the shift? Yes No If yes, explain below in the comments every time. Also comment on any drivability issues. FLUID LEVELS Before the vehicle is started: 1. Check the engine oil level and mark the level that is nearest to the actual reading. Notify driver s supervisor or driver s scheduler if the engine oil level is one quart low or more. Do not add engine oil! 1 ¼ Quart Low 1 Quart Low ¾ Quart Low ½ Quart Low ¼ Quart Low Full 2. Check the coolant level and record below. Above hot line Between hot and cold lines Below cold add line Program Specifications 1. The heater, defroster, or air conditioning will be turned on for safety and comfort. However, the HVAC compressor must be requested to come on as needed for these systems. 2. Drive the speed limit or slower for safety. 3. The rule for cell phones is: The observer can use a cell phone but the driver must not use a cell phone while driving. 4. In case of emergency (examples: accident, breakdown, or flat tire) call David Moczygemba ( ) or Brent Shoffner ( ). Stay with the vehicle until a wrecker or SwRI vehicle arrives. 5. The driver and/or observer can take a break during the soak period. However, make sure the vehicle is restarted in 20 minutes. I-1 of 7

73 Modified D5500 Route - One Lap Task Description # 1. Start the engine and allow it to idle for 15 seconds. 2. Drive to Tom Slick Boulevard. Make a right hand turn on Tom Slick Boulevard and drive north 3. Proceed to the main gate. 4. Turn left at the main gate onto Culebra Road. 5. Proceed to Highway 410. Drive under the bridge and turn left going south on the Highway 410 service drive. Make a ¾ throttle acceleration (traffic permitting) and merge onto Highway Accelerate to 70 mph after crossing Highway 90 when the speed limit is raised to 70 mph. 6. Continue on Highway 410 to the Ray Ellison road exit. 7. Perform the 5.9 mile AMA route. 8. Take the service drive and re-enter the ramp Highway 410 going north. Accelerate to 70 mph with at least a ¾ throttle traffic permitting. 9. Exit at Culebra Road and turn right to go back to Southwest Research Institute. 10. Turn right into Southwest Research Institute at the main gate. 11. Proceed on Tom Slick Boulevard to Building Turn off the engine and turn the key back to the ON position to record data. The engine will be off but the key will be in the ON position. Allow the engine to soak for 20 minutes. Restart the engine and allow it to idle for 15 minutes. If another lap is required go to instruction #2. If this is the last lap for the day, turn off the vehicle. Comments: Record the time and odometer when the observation was made. Date Time Odometer Details I-2 of 7

74 City Driving on the SwRI Campus Building 209 I-3 of 7

75 Suburban Driving I-4 of 7

76 Highway Driving AMA City Loop I-5 of 7

77 City Route Detail All stops are typically seconds, traffic permitting. All decels to 20 mph will be made with moderate braking. Stop and make a normal accel to 40 mph At 5.1 miles decel to 20 mph and then make a normal acceleration to 40 mph At 4.8 miles stop and then make a normal acceleration to 40 mph At 0.5 miles decel to 20 mph and then make a normal acceleration to 40 mph Highway 410 At 4.1 miles decel to 20 mph and then make a normal acceleration to 40 mph At 3.7 miles decel to 20 mph and then make a normal acceleration to 40 mph At 1.5 miles stop and then make a normal acceleration to 35 mph At 3.2 miles stop and then make a normal acceleration to 40 mph At 1.9 miles decel to 20 mph and then make a normal acceleration to 40 mph At 2.5 miles stop and then make a normal acceleration to 30 mph I-6 of 7 At 2.8 miles decel to 20 mph and then make a normal acceleration to 40 mph

78 Return to SwRI Building 209 I-7 of 7

79 Appendix J Vehicle A Results

80 60 50 Vehicle A Original Evaluation The long term fuel trim (LTFT) values of banks 1 and 2 were in the 15-18% range during the inspection Short and Long Term Trim (%) Coolant Temperature (F) and ERPM Test Time (Seconds) Short Term Trim Bank 1 (%) Purge Solenoid Long Term Trim Bank 1 (%) Long Term Trim Bank 2 (%) Coolant Temperature (F) ERPM J-1 of 6

81 Sample Road Data Vehicle Speed (MPH) / Long Term Trim (%) / Coolant Temperature (C) / Ambient(F) CRC OBD 90-2b Vehicle A Fuel Code: E0, Cycle Time (Hours) Vehicle Speed (MPH) Long term fuel trim (%) Coolant (C) Ambient Temperature (F) ERPM Engine Speed (RPM) J-2 of 6

82 Sample Road Data Vehicle Speed (MPH) / Long Term Trim (%) / Coolant Temperature (C) / Ambient(F) CRC OBD 90-2b Vehicle A Fuel Code: E20, Cycle Time (Hours) Vehicle Speed (MPH) Long term fuel trim (%) Coolant (C) Ambient Temperature (F) ERPM Engine Speed (RPM) J-3 of 6

83 Vehicle A Start of Test Date: 12/30/2010 Start of Test Odometer: miles On-Road Long Term Fuel Trim (%) - Average of Last Minute of Idle Time - First Test Start of the Day + Time Completion of the Idle + Ambient Temperature (F) Cycle Number Date Long Term Fuel Trim (%) Cycle 1 12/30/ :07 13: Cycle 2 12/30/ : Cycle 3 12/30/ : Cycle 4 12/30/ : Cycle 5 1/5/ :50 13: Cycle 6 1/5/ : Cycle 7 1/5/ : Cycle 8 1/6/ :02 14: Cycle 9 1/6/ : Cycle 10 1/7/ :36 13: Military time E0 Bank1 Long Term Fuel Trim (%) - Average of Last Minute of Idle Time - First Test Start of the Day + Time Completion of the Idle + Long Term Fuel Trim (%) E20 Bank1 Ambient Temperature (F) Date Cycle1 2/28/ :49 15: Cycle2 3/1/ :32 11: Cycle3 3/1/ : Cycle4 3/1/ : Cycle5 3/2/ :22 11: Cycle6 3/2/ : Cycle7 3/2/ : Cycle8 3/3/ :40 11: Cycle9 3/3/ : Cycle10 3/3/ : Military time J-4 of 6

84 On-Road Vehicle A Bank-1 Average Long Term Fuel Trim (%) Last Minute of Extended Idle after Soak E20 Ambient E20 LTFT Average Long Term Fuel Trim (%) E0 Ambient E0 LTFT Ambient Temperature (F) Cycle 1 Cycle 2 Cycle 3 Cycle 4 Cycle 5 Cycle 6 Cycle 7 Cycle 8 Cycle 9 Cycle E0 Bank-1 E20 Bank-1 E0 Ambient E20 Ambient J-5 of 6

85 18.0% On-Road CRC OBD Program 90-2b "Vehicle A" On-Road Data Cycles 1-10 Histogram Percent at Bank 1 Long Term Trim Values 16.0% Percent of Total Readings at the Long Term Trim Value 14.0% 12.0% 10.0% 8.0% 6.0% 4.0% 2.0% MIL-on Region (assumed) 0.0% Bank 1 Long Term Fuel Trim (Unit of Percent) E0 E20 J-6 of 6

86 Appendix K Vehicle B Results

87 60 Vehicle B Original Evaluation Short and Long Term Trim (%) The long term fuel trim (LTFT) value of bank 2 was in the 8-10% range during the inspection Coolant Temperature (F) and ERPM Test Time (Seconds) Short Term Trim Bank 1 (%) Long Term Trim Bank 1 (%) Purge Solenoid Long Term Trim Bank 2 (%) Coolant Temperature (F) ERPM K-1 of 14

88 Sample Road Data Vehicle Speed (MPH) / Long Term Trim (%) / Coolant Temperature (C) / Ambient(F) CRC OBD 90-2b Vehicle B Fuel Code: E0, Cycle Time (Hours) Vehicle Speed (MPH) Long term fuel trim (%) Coolant (C) Ambient Temperature (F) ERPM Engine Speed (RPM) K-2 of 14

89 Sample Road Data Vehicle Speed (MPH) / Long Term Trim (%) / Coolant Temperature (C) / Ambient(F) CRC OBD 90-2b Vehicle B Fuel Code: E20, Cycle Time (Hours) Vehicle Speed (MPH) Long term fuel trim (%) Coolant (C) Ambient Temperature (F) ERPM Engine Speed (RPM) K-3 of 14

90 Vehicle B SOT Date: 1/27/2011 Start of Test Odometer: 48,352 miles On-Road Long Term Fuel Trim (%) - Average of Last Minute of Idle E0 Fuel Time - First Time E0 Bank1 Test Start of Completion of Long Term the Day + the Idle + Fuel Trim (%) Ambient Temperature (F) Cycle Number Date Cycle 1 1/27/ :00 15: Cycle 2 1/28/ :02 13: Cycle 3 1/28/ : Cycle 4 1/28/ : Cycle 5 1/28/ : Cycle 6 2/14/2011 2:11 15: Cycle 7 2/15/ :14 12: Cycle 8 2/15/ : Cycle 9 2/16/ :14 13: Cycle 10 2/16/ : Time - First Time E20 Bank1 Test Start of Completion of Long Term the Day + the Idle + Fuel Trim (%) E20 Fuel E20 Bank2 Long Term Fuel Trim (%) Cycle Number Date Ambient Temp (F) Cycle 1 2/21/ :23 14: Cycle 2 2/21/ : Cycle 3 2/22/ :03 14: Cycle 4 2/22/ : Cycle 5 2/23/ :13 11: Cycle 6 2/23/ : Cycle 7 2/23/ : Cycle 8 2/24/ :03 11: Cycle 9 2/24/ : Cycle 10 2/24/ : Cycle 11 8/3/2011 9:53 11: Cycle 12 8/3/ : Cycle 13 8/3/ : Cycle 14 8/31/ :20 16: Time - First Time E30 Bank1 Test Start of Completion of Long Term the Day + the Idle + Fuel Trim (%) K-4 of 14 E30 Fuel - On Road E30 Bank2 Long Term Fuel Trim (%) Cycle Number Date Ambient Temp (F) Cycle 1 1/16/2012 9:44 11: Cycle 2 1/16/ : Cycle 3 1/16/ : Cycle 4* 1/19/ :06 11: Cycle 5** 1/19/ :38 13:39 71 * Pending code P System too lean Bank 1 ** MIL illuminated after the start for cycle 5 The DTC was P0171 Cycle 5 was discontinued after the MIL was illuminated + Military time

91 Incident Report CRC OBD Vehicle: Vehicle B SwRI Project Number: Date of First Occurrence: 1/19/2012 Approximate Odometer: 49,067 Test miles: 72 Test Interval: E30 On-Road Testing Incident Description: Vehicle B set a MIL light for a P0171 System Too Lean (Bank 1) DTC Action Taken: On 1/16/2012, Vehicle B completed three test cycles using E30 test fuel. After each cycle was completed the vehicle was scanned for pending and current diagnostic trouble codes (DTCs). There were no pending or current engine DTCs present after the three cycles were completed. Due to temperatures below the specified minimum temperature for testing, the evaluation of Vehicle B was suspended until 1/19/2012. On 1/19/2012, Vehicle B began the second day of on-road testing using E30 test fuel. The first cycle of the day, Cycle 4, was completed and the vehicle was scanned for engine DTCs after the idle segment of the cycle. A pending code, P0171 System Too Lean (Bank1), was observed. The driver was instructed to continue testing until a MIL light was displayed. Before Vehicle B could leave SwRI property for the next cycle, a MIL light was displayed. The vehicle was scanned for engine DTCs and the P0171 System Too Lean (Bank1) DTC was observed. Resolution: The P0171 DTC is one of the engine codes indicative of engine performance related to ethanol content in the fuel. The on-road testing was discontinued and the vehicle will be used for the temperature-controlled portion of the program. Figures K-1 and K-2 below display the freeze frame data which lists the values of various engine parameters at the moment the MIL light turned on. K-5 of 14

92 Freeze Frame Data Vehicle B (Figure K-1 of 2) K-6 of 14

93 Freeze Frame Data Vehicle B (Figure K-2 of 2) K-7 of 14

94 30.0 On-Road Vehicle B Average Long Term Fuel Trim (%) Last Minute of Extended Idle after Soak Average Long Term Fuel Trim (%) E0 Ambient E0 LTFT E20 Ambient E20 Bank1 LTFT E20 Bank 2 LTFT Ambient Temperature (F) Cycle 1 Cycle 2 Cycle 3 Cycle 4 Cycle 5 Cycle 6 Cycle 7 Cycle 8 Cycle 9 Cycle 10 Cycle 11 Cycle 12 Cycle 13 Cycle 14 0 E0 Bank-1 E20 Bank-1 E20 Bank-2 E0 Ambient E20 Ambient K-8 of 14

95 Flowmeter Scale Nitrogen supply to canister Nitrogen pressure regulator EVAPORATIVE CANISTER NITROGEN PURGE SETUP K-9 of 14

96 SAMPLE CHASSIS DYNO DATA Vehicle Speed (MPH) / Long Term Trim (%) / Coolant Temperature (C) / Ambient(F) Drive Cycle CRC OBD 90-2b Vehicle B Fuel Code: E30, Cycle Time (Hours) 20-Minute Soak 15-Minute Engine Idle Vehicle Speed (MPH) Long term fuel trim - Bank 1 (%) Coolant (C) Ambient Temperature (F) Long term fuel trim - Bank 2 (%) ERPM Engine Speed (RPM) K-10 of 14

97 CRC OBD Program 90-2b Vehicle B On-Road Data Cycles Histogram Percent at Bank 1 Long Term Trim Values 30.00% Percent of Total Readings at the Long Term Trim Value 25.00% 20.00% 15.00% 10.00% 5.00% MIL-on Region (assumed) 0.00% Bank 1 Long Term Fuel Trim (Unit of Percent) E0 Cycles 1-10 On-Road E20 Cycles 1-10 On-Road E30 Cycles 1-4 On-Road E20 Cycles On-Road E30 Cycles 2-5 Chassis Dynamometer K-11 of 14

98 Vehicle Speed (MPH) / Long Term Trim (%) / Coolant Temperature ( C) / Ambient ( F) SAMPLE CHASSIS DYNO DATA CRC E-90-2b Vehicle B on Chassis Dyno, Cycle 1 and Beginning of Cycle 2 Fuel Code: E30; Temperature: 20 F Time (Hours) Vehicle Speed (MPH) Long term fuel trim - Bank 1 (%) Coolant (C) Long term fuel trim - Bank 2 (%) Ambient Temp (F) Cycle 2 ERPM During the first 104 seconds of the 2nd cycle the MIL illuminated with the following codes: -P0171-System too lean (Bank1) pending and set -P0174-System too lean (Bank2) pending Engine Speed (RPM) K-12 of 14

99 Vehicle Speed (MPH) / Long Term Trim (%) / Coolant Temperature ( C) / Ambient ( F) SAMPLE CHASSIS DYNO DATA CRC E-90-2b Vehicle B on Chassis Dyno, Cycle 1 and Beginning of Cycle 2 Fuel Code: E30; Temperature: Nominally 50 F Time (Hours) Vehicle Speed (MPH) Long term fuel trim - Bank 1 (%) Coolant (C) Long term fuel trim - Bank 2 (%) Ambient Temp (F) During the first 48 seconds of the 2nd cycle the MIL illuminated with the following code: -P0171-System too lean (Bank1) pending and set Cycle hrs ERPM Engine Speed (RPM) K-13 of 14

100 Vehicle Speed (MPH) / Long Term Trim (%) / Coolant Temperature (C) / Ambient ( F) SAMPLE CHASSIS DYNO DATA CRC OBD 90-2b Vehicle B on Chassis Dyno Cycle 5 Fuel Code: E30; Nominally 70 F Time (Hours) Vehicle Speed (MPH) Long term fuel trim - Bank 1 (%) Coolant (C) Long term fuel trim - Bank 2 (%) Ambient Temperature (F) ERPM Engine Speed (RPM) K-14 of 14

101 Appendix L Vehicle C Results

102 Vehicle C Original Evaluation Idle after Soak Only Short and Long Term Trim (%) The long term fuel trim (LTFT) value of bank 1 was in the 12-13% range during the inspection Coolant Temperature (F) and ERPM / O2 (mv) Test Time (Seconds) Short Term Trim Bank 1 (%) Long Term Trim Bank 1 (%) ERPM Coolant Temperature (F) L-1 of 7

103 Sample Road Data Vehicle Speed (MPH) / Long Term Trim (%) / Coolant Temperature (C) / Ambient(F) CRC OBD 90-2b Vehicle C Fuel Code: E0, Cycle Time (Hours) Vehicle Speed (MPH) Long term fuel trim - Bank 1 (%) Coolant (C) Ambient Temperature (F) Long term fuel trim - Bank 2 (%) ERPM Engine Speed (RPM) L-2 of 7

104 Sample Road Data Vehicle Speed (MPH) / Long Term Trim (%) / Coolant Temperature (C) / Ambient(F) CRC OBD 90-2b Vehicle C Fuel Code: E20, Cycle Time (Hours) Vehicle Speed (MPH) Long term fuel trim - Bank 1 (%) Coolant (C) Ambient Temperature (F) Long term fuel trim - Bank 2 (%) ERPM Engine Speed (RPM) L-3 of 7

105 Vehicle C Start of Test Date: 5/26/2011 Start of Test Odometer: 88,995 miles On-Road Long Term Fuel Trim (%) - Average of Last Minute of Idle Time - First Test Start of the Day + Time Completion of the Idle + E0 Bank1 Long Term Fuel Trim (%) E0 Fuel E0 Bank2 Long Term Fuel Trim (%) Ambient Temperature (F) Cycle Number Date Cycle 1 Cycle 2 5/26/2011 9:06 10: Cycle 3 5/26/ : Cycle 4** 5/26/2011 7:02 8: Cycle 5*** 6/9/2011 9:00 10: Cycle 6 6/9/ : Cycle 7 6/9/ : Cycle 8 6/10/2011 9:01 10: Cycle 9 6/10/ : Cycle 10 6/10/ : Cycle 11 6/20/2011 9:44 11: Cycle 12 6/20/ : Cycle 13 6/21/2011 9:30 10: Cycle 14 6/21/ : Cycle 15 6/22/2011 8:32 9: Cycle 16 6/22/ : ** P0154 O2 - Sensor No Activity MIL illuminated during the cycle *** Installed new Bank 2 - Sensor 1 prior to Cycle 5. Time - First Time E20 Bank1 Test Start of Completion of Long Term the Day + the Idle + Fuel Trim (%) E20 Fuel E20 Bank2 Long Term Fuel Trim (%) Ambient Temperature (F) Date Cycle 1 6/30/2011 8:35 9: Cycle 2 6/30/ : Cycle 3 6/30/ : Cycle 4 7/1/2011 8:27 9: Cycle 5 7/1/ : Cycle 6 7/1/ : Cycle 7 7/1/ : Cycle /5/2011 9:39 10: Cycle 9 7/11/2011 8:52 10: Cycle 10 7/11/ : On a deceleration from 40 to 20 mph the MIL set. It was a "P0401 EGR flow insufficient" code. Test 8 was completed with the code. The code was reset prior to test 9. The MIL did not illuminate during tests 9 and Military time L-4 of 7

106 Average Long Term Fuel Trim (%) On-Road Vehicle C Average Long Term Fuel Trim (%) Last Minute of Extended Idle after Soak E20 Ambient E20 Bank 1 LTFT E20 Bank 2 LTFT E0 Ambient E0 Bank 1 LTFT E0 Bank 2 LTFT Cycle 1 Cycle 2 Cycle 3 Cycle 4 Cycle 5 Cycle 6 Cycle 7 Cycle 8 Cycle 9 Cycle 10 Cycle 11 Cycle 12 Cycle 13 Cycle 14 Cycle 15 Cycle 16 E0 Bank-1 E0 Bank-2 E20 Bank-1 E20 Bank-2 E0 Ambient E20 Ambient Ambient Temperature (F) L-5 of 7

107 CRC OBD Program 90-2b "Vehicle C" On-Road Data Cycles 1-16 Histogram Percent at Bank 1 Long Term Trim Values 100.0% 90.0% Percent of Total Readings at the Long Term Trim Value 80.0% 70.0% 60.0% 50.0% 40.0% 30.0% 20.0% 10.0% MIL-on Region (assumed) 0.0% Bank 1 Long Term Fuel Trim (Unit of Percent) E0 E20 L-6 of 7

108 CRC OBD Program 90-2b "Vehicle C" On-Road Data Cycles 1-16 Histogram Percent at Bank 2 Long Term Trim Values 35.0% 30.0% Percent of Total Readings at the Long Term Trim Value 25.0% 20.0% 15.0% 10.0% 5.0% MIL-on Region (assumed) 0.0% Bank 2 Long Term Fuel Trim (Unit of Percent) E0 E20 L-7 of 7

109 Appendix M Vehicle D Results

110 25 20 Vehicle D Original Evaluation The long term fuel trim (LTFT) values of banks 1 and 2 were in the 8-14% range during the inspection Short and Long Term Trim (%) Coolant Temperature (F) and ERPM / O2 (mv) Test Time (Seconds) Short Term Trim Bank 1 (%) Long Term Trim Bank 1 (%) Short Term Trim Bank 2 (%) Long Term Trim Bank 2 (%) ERPM Coolant Temperature (F) M-1 of 10

111 Sample Road Data Vehicle Speed (MPH) / Long Term Trim (%) / Coolant Temperature (C) / Ambient(F) CRC OBD 90-2b Vehicle D Fuel Code: E0, Cycle Time (Hours) Vehicle Speed (MPH) Long term fuel trim - Bank 1 (%) Coolant (C) Ambient Temperature (F) Long term fuel trim - Bank 2 (%) ERPM Engine Speed (RPM) M-2 of 10

112 Sample Road Data Vehicle Speed (MPH) / Long Term Trim (%) / Coolant Temperature (C) / Ambient(F) CRC OBD 90-2b Vehicle D Fuel Code: E20, Cycle Time (Hours) Vehicle Speed (MPH) Long term fuel trim - Bank 1 (%) Coolant (C) Ambient Temperature (F) Long term fuel trim - Bank 2 (%) ERPM Engine Speed (RPM) M-3 of 10

113 Vehicle D Start of Test Date: 8/11/2011 Start of Test Odometer: 65,354 miles On-Road Long Term Fuel Trim (%) - Average of Last Minute of Idle Time - First Test Start of the Day + Time Completion of the Idle + E0 Bank1 Long Term Fuel Trim (%) E0 Bank2 Long Term Fuel Trim (%) Ambient Temperature (F) Date Cycle 1 8/11/ :40 13: Cycle 2 8/11/ : Cycle 3 8/12/2011 9:51 11: Cycle 4 8/12/ : Cycle 5 8/12/ : Cycle 6 8/17/ :05 11: Cycle 7 8/17/ : Cycle 8 8/17/ : Cycle 9 8/18/2011 9:50 11: Cycle 10 8/18/ : Time - First Test Start of the Day + Time Completion of the Idle + E20 Bank1 Long Term Fuel Trim (%) E20 Bank2 Long Term Fuel Trim (%) Ambient Temperature (F) Date Cycle 1 8/29/ :22 13: Cycle 2 8/29/ : Cycle 3 8/30/ :03 11: Cycle 4 8/30/ : Cycle 5 9/1/ :40 13: Cycle 6 9/1/ : Cycle 7 9/26/ :00 11: Cycle 8 9/28/2011 8:40 9: Cycle 9 9/28/ : Cycle 10 9/28/ : Time - First Time E30 Bank1 E30 Bank2 Test Start of Completion of Long Term Long Term Ambient Date the Day + the Idle + Fuel Trim (%) Fuel Trim (%) Temp (F) Cycle 1 ** 1/27/ :50 15: ** Approximately two minutes into the first test cycle, BMW 325i2 illuminated the MIL. The driver finished the cycle including the engine soak and idle segments. After the idle segment, the vehicle was scanned for engine diagnostic trouble codes (DTCs) and a P0174 System Too Lean (Bank 2) DTC was observed. + Military time M-4 of 10

114 Incident Report CRC OBD Vehicle: Vehicle D SwRI Project Number: Date of First Occurrence: 1/27/2012 Approximate Odometer: 65,838 Test miles: 1 Test Interval: E30 On-Road Testing Incident Description: Vehicle D set a MIL light for a P0174 System Too Lean (Bank 2) DTC. Action Taken: On 1/27/2012, Vehicle D began the on-road testing using E30 test fuel. Approximately two minutes into the first test cycle, Vehicle D set a MIL light. The driver finished the cycle including the engine soak and idle segments. After the idle segment, the vehicle was scanned for engine diagnostic trouble codes (DTCs) and a P0174 System Too Lean (Bank 2) DTC was observed. Resolution: The P0174 DTC is one of the engine codes indicative of engine performance related to ethanol content in the fuel. The on-road testing was discontinued and the vehicle will be used for the temperature-controlled portion of the program. Figure M-1 below displays the freeze frame data which lists the values of various engine parameters at the moment the MIL light turned on. M-5 of 10

115 Freeze Frame Data Vehicle D (Figure M-1) M-6 of 10